KR20240117987A - Liquefied gas carrier and regasification facility - Google Patents

Abstract

The present invention relates to a liquefied gas carrier comprising a cargo area for storing cargo, a bow area provided in front of the cargo area, and a stern area provided behind the cargo area, wherein gaseous cargo generated in the cargo area a compressor that compresses; When a fire occurs in the compressor, it includes a fire extinguishing unit that supplies fire extinguishing material to the device where the fire occurred, and when a leak is detected in the compressor, the fire extinguishing unit can supply the fire extinguishing material to the leak site.

Description

Liquefied gas carrier and regasification facility}

The present invention relates to liquefied gas carriers and regasification facilities.

Air pollution is becoming serious around the world, and climate change is occurring due to air pollution. Because pollutants emitted from ships have a significant impact on air pollution, in order to reduce air pollution, the International Maritime Organization (IMO), the European Union, and the United States are strengthening regulations on pollutants emitted from ships. there is.

As greenhouse gas emissions regulations for ships will be strengthened step by step in the future until 2050, it is expected that it will be difficult to comply with regulations on pollutants with existing engines and fuel alone.

Therefore, as strengthened ship greenhouse gas emission regulations are applied, it is expected that it will be difficult to use existing fossil fuels currently used, and it is very urgent to discover alternative fuels that can satisfy the regulations that will be strengthened in the future. As alternative fuels, non-fossil fuels such as ammonia (NH ₃ ), biofuel, solar energy, wind energy, etc. are being considered.

Among them, ammonia (NH ₃ ) is a substance in which 3 hydrogens are bonded to 1 nitrogen, and can form strong hydrogen bonds between molecules, making it easy to liquefy, making it advantageous for production, storage, and transportation. Because it does not contain any, it can be used as an eco-friendly fuel for ship propulsion. Accordingly, ammonia ships such as ammonia carriers that transport ammonia and ammonia-propelled ships that use ammonia as fuel are being developed.

However, ammonia has a boiling point lower than room temperature (at atmospheric pressure, -33°C), so in order to store ammonia as a liquid, the storage tank must have certain specifications to withstand the pressure and evaporate. The inside of the storage tank must be maintained at a low temperature to prevent excessive gas generation.

In addition, since ammonia is toxic, evaporation gas or vent gas of ammonia cannot be discharged to the outside and must be treated within the ship, and it is necessary to prepare for possible ammonia leaks.

The present invention was created to solve the problems of the prior art as described above, and the purpose of the present invention is to provide a safer and more efficient ammonia ship by effectively changing the structure, ammonia fuel supply, and ammonia cargo management system of the ammonia ship. will be.

The problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned can be clearly understood by those skilled in the art from the description below.

The present invention relates to a liquefied gas carrier comprising a cargo area for storing cargo, a bow area provided in front of the cargo area, and a stern area provided behind the cargo area, wherein gaseous cargo generated in the cargo area a compressor that compresses; When a fire occurs in the compressor, it includes a fire extinguishing unit that supplies fire extinguishing material to the device where the fire occurred, and when a leak is detected in the compressor, the fire extinguishing unit can supply the fire extinguishing material to the leak site.

Specifically, the cargo may include ammonia, and the extinguishing agent may include water.

Specifically, the fire extinguishing agent may be seawater.

Specifically, when a leak is detected in the compressor, the fire extinguishing unit may spray water to the leak area to collect ammonia as ammonia water.

Specifically, it may further include a collection unit for collecting the ammonia water.

Specifically, a boosting pump that pressurizes the cargo; And it may further include a dome provided on the upper surface of the cargo storage space of the cargo area to allow the cargo to flow in or out.

Specifically, when a leak is detected in at least one of the boosting pump and the dome, the fire extinguishing unit may spray water to the leak site to collect ammonia as ammonia water.

The present invention relates to a regasification facility comprising a cargo area for storing cargo, a bow area provided in front of the cargo area, and a stern area provided behind the cargo area, wherein the liquid cargo stored in the cargo area A vaporization unit that vaporizes; A compressor that compresses gaseous cargo generated in the cargo area and delivers it to the outside; When a fire occurs in at least one of the vaporizer and the compressor, it includes a fire extinguisher that supplies fire extinguishing material to the device where the fire occurs, and the fire extinguisher is configured to supply fire extinguishing material to the device where the fire occurs, and when a leak is detected in at least one of the vaporizer and the compressor, the fire extinguisher The fire extinguishing agent can be supplied to the area.

The ship according to the present invention can safely process ammonia and supply ammonia efficiently.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description of the claims.

1 is a perspective view of a regasification facility according to a first embodiment of the present invention.
Figure 2 is a side view of a regasification facility according to a first embodiment of the present invention.
Figure 3 is a front view of a regasification facility according to the first embodiment of the present invention.
Figure 4 is a front cross-sectional view of the regasification facility according to the first embodiment of the present invention.
Figure 5 is a plan view of a regasification facility according to the first embodiment of the present invention.
Figure 6 is a side view of a regasification facility according to a second embodiment of the present invention.
Figure 7 is a partial side view of a regasification facility according to a third embodiment of the present invention.
Figure 8 is a partial plan view of a regasification facility according to a fourth embodiment of the present invention.
Figure 9 is a process diagram of the carbon dioxide treatment unit of the regasification facility according to the first embodiment of the present invention.
Figure 10 is a process diagram of the carbon dioxide treatment unit of the regasification facility according to the second embodiment of the present invention.
Figure 11 is a process diagram of the carbon dioxide treatment unit of the regasification facility according to the third embodiment of the present invention.
Figure 12 is a diagram schematically showing the engine room ventilation system of the regasification facility according to the first embodiment of the present invention.
Figure 13 is a diagram schematically showing the engine room ventilation system of the regasification facility according to the second embodiment of the present invention.
Figure 14 is a partial plan view of a regasification facility according to a fifth embodiment of the present invention.
Figure 15 is a conceptual diagram of a fuel supply unit of a regasification facility according to an embodiment of the present invention.
Figure 16 is a cross-sectional view of the bow shape of a conventional regasification facility.
Figure 17 is a cross-sectional view of the stern shape of a conventional regasification facility.
Figure 18 is a cross-sectional view of the bow shape of the regasification facility according to the sixth embodiment of the present invention.
Figure 19 is a cross-sectional view of the stern shape of the regasification facility according to the sixth embodiment of the present invention.
Figure 20 is a side view of the stern shape of the regasification facility according to the sixth embodiment of the present invention.
Figure 21 schematically shows a regasification facility according to a seventh embodiment of the present invention.
Figure 22 schematically shows the ERC design of a regasification plant according to an embodiment of the invention.

The objectives, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In this specification, when adding reference numbers to components in each drawing, it should be noted that identical components are given the same number as much as possible even if they are shown in different drawings. Additionally, in describing the present invention, if it is determined that a detailed description of related known technologies may unnecessarily obscure the gist of the present invention, the detailed description will be omitted.

In addition, it should be noted that the expression 'conventional' in the present invention merely corresponds to a comparative example to explain the characteristics of the present invention, and does not necessarily mean that the content is known.

In this specification, regasification equipment may be used as a concept encompassing merchant ships carrying various types of cargo. At this time, the cargo may be a standardized object or material, or it may be a container, etc. Alternatively, the cargo may be gas. In this case, the gas is a substance whose boiling point is lower than room temperature and is transported in liquid form, and may be LNG, LPG, ethane, methanol, ammonia, hydrogen, CO2, etc.

Furthermore, the regasification facility of the present invention is a concept that includes not only commercial ships transporting cargo, but also cruise ships transporting people, FSRUs moored and working in a certain area, FPSOs, bunkering vessels, offshore plants, etc.

Hereinafter, regasification equipment includes regasification devices that vaporize liquefied gas that is delivered or stored, and includes marine plants such as FSRUs that supply vaporized liquefied gas to land facilities, marine facilities, etc. Please note that it is used with meaning.

Also, please note that the forward and backward directions below are defined by considering that the bow direction of the regasification facility is forward and the stern direction is backward.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. For reference, in the following, the longitudinal direction and front-back direction of the regasification facility are the same, the width direction of the regasification facility is the same as the left and right direction, and the height direction of the regasification facility is the same as the up and down direction. In addition, the deck is a horizontal part of the hull, and the deck may be provided at a certain height above the bottom of the hull. In other words, the deck height hereinafter refers to the height in the vertical direction based on the base line. However, the deck may have an overall flat surface or a sloping surface. In the latter case, the height of the deck means either the average height, minimum height or maximum height.

Figure 1 is a perspective view of a regasification facility according to a first embodiment of the present invention, Figure 2 is a side view of a regasification facility according to a first embodiment of the present invention, and Figure 3 is a perspective view of a regasification facility according to a first embodiment of the present invention. This is a front view of the regasification facility. Additionally, Figure 4 is a front cross-sectional view of the regasification facility according to the first embodiment of the present invention, and Figure 5 is a plan view of the regasification facility according to the first embodiment of the present invention.

As described above, the present invention may be a regasification facility (1) that vaporizes non-limiting types of cargo, but the first embodiment will be described below assuming that it is an ammonia regasification facility for convenience. In addition, hereinafter, ammonia may be referred to as a liquefied gas or fuel, and may be in a gaseous or liquid state. In other words, despite expressions such as liquefied gas, the substance may be a gaseous phase.

1 to 5, the regasification facility 1 according to the first embodiment of the present invention includes a ship body. The hull is a structure that forms the outer surface of the regasification facility (1) and is long in length and relatively small in width and height. The hull can be divided into interior and exterior, and cargo, engines, etc. are provided inside the hull. Additionally, a cabin 20, an engine casing 40, propulsion equipment, mooring equipment, and various other design equipment or electrical equipment may be provided outside the hull.

In the present invention, the regasification facility (1) can be divided into a cargo area (CA), a bow area (FA), and an aft area (AA). These areas are a concept that encompasses both the inside and outside of the hull, and are It may also include other additional structures or equipment. The cargo area (CA), bow area (FA), and stern area (AA) may be partitioned longitudinally of the regasification facility (1) of the present invention. Below, the features of the present invention are described in detail for each section.

The cargo area (CA) stores cargo. Cargo area (CA) may refer to approximately the central part of the hull. The hull has the largest apical cross-section in the central portion in the longitudinal direction, and the apical cross-section may be reduced in the forward and aft portions. In this case, the cargo area (CA) may include the central part of the hull with a constant apical cross-section in the anteroposterior direction.

Furthermore, the cargo area (CA) may further include at least a portion of a forward portion and an aft portion of the hull whose apical cross-section is somewhat reduced. For example, in the cargo area (CA), the front portion may have a smaller apical cross section than other portions.

As previously explained, the cargo area (CA) can store an unlimited variety of cargo types. However, in this embodiment, when the regasification facility 1 is an ammonia regasification facility, the cargo area CA can store ammonia. For this purpose, a liquefied gas storage tank (LT) may be provided in the cargo area (CA). The cargo area (CA) can accommodate a liquefied gas storage tank (LT) inside the hull. A plurality of liquefied gas storage tanks (LT) are provided in the longitudinal direction of the hull, and liquefied gas storage tanks (LT) adjacent front and rear may be spaced apart from each other by a bulkhead.

A liquefied gas storage tank (LT) may be a tank that stores ammonia gas at a cryogenic temperature below its boiling point. In this case, the volume of ammonia gas decreases compared to the gas phase, which can greatly increase storage efficiency.

However, the liquefied gas storage tank (LT) may be equipped with an insulation system to maintain the temperature of the liquefied gas stored at cryogenic temperatures. The insulation system may include an insulation wall and a barrier installed on the inner wall of the liquefied gas storage tank (LT), and the insulation wall and barrier may be provided in at least a double layer structure. This type of liquefied gas storage tank (LT) may be referred to as a membrane tank.

On the other hand, liquefied gas storage tanks (LT) may have insulation walls installed on the exterior walls. In this case, the liquefied gas storage tank (LT) may be manufactured externally separately from the hull and then mounted within the hull, and this type of liquefied gas storage tank (LT) may be referred to as an independent tank. However, the following embodiment will be described assuming that a membrane-type tank is provided.

The liquefied gas storage tank (LT) may be surrounded on both the top, bottom, left, and right sides by the hull, and a ballast tank (not shown) and a pipe duct may be provided in the lower part of the liquefied gas storage tank (LT) in the hull. Additionally, ballast tanks (not shown) may be provided on the left and right sides of the liquefied gas storage tank (LT) in the hull. A fuel line, which will be described later, may be provided in the pipe duct, and the fuel passing through the pipe duct may be a material with a boiling point above room temperature, unlike liquefied gas, which is cargo. Therefore, the fuel line within the pipe duct may be of a type that does not require significant insulation.

A passage way through which workers (crew members) can move may be provided at the top of the liquefied gas storage tank (LT) in the hull. Additionally, the upper surface of the liquefied gas storage tank (LT) may be referred to as an inner deck, and an exposed deck (ED) exposed to the outside is provided on the upper part of the inner deck.

The liquefied gas storage tank (LT) may have an octagonal cross-section in order to secure maximum volume considering the cross-sectional shape of the hull. In this case, the exposure deck (ED) can also be prepared to correspond to the upper polygonal structure of the liquefied gas storage tank (LT).

For example, the exposure deck (ED) has the highest central portion in the width direction, and this portion may be referred to as the trunk deck (TD). The trunk deck (TD) is provided on the upper part of the inner deck, and longitudinal strength members (girders, stiffeners, etc.) may be provided between the trunk deck (TD) and the inner deck to ensure longitudinal strength in the longitudinal direction. These longitudinal strength members maintain the strength of the hull when the hull moves, such as hogging or sagging.

As will be described later, the present invention goes further than securing longitudinal strength with a longitudinal strength member provided in the cargo area (CA), and can increase longitudinal strength through structures such as the cabin 20 or the cargo handling room 41. That is, the longitudinal strength member is connected to the cabin 20, etc. in the forward and backward directions, so that the total length of the longitudinal strength member is extended with respect to the hull, thereby improving the longitudinal strength.

The trunk deck (TD) and inner deck are used as spaces to isolate the liquefied gas storage tank (LT) from the outside, and can prepare for leaks from the liquefied gas storage tank (LT). However, the liquefied gas storage tank (LT) is provided with a dome (not shown) for the outflow or inflow of liquefied gas and boil-off gas, etc. The dome penetrates both the inner deck and the trunk deck (TD) and the top is exposed to the outside. There may be.

An upper deck (UD) with a lower height than the trunk deck (TD) may be provided on the left and right portions of the exposure deck (ED) in the width direction. The upper deck (UD) may be a part of the ceiling of the passageway. The upper deck (UD) is set lower than the trunk deck (TD) and can be connected to the trunk deck (TD) through an inclined plane.

The upper deck (UD) is also exposed to the outside like the trunk deck (TD), and workers can move on the upper deck (UD) as well. In this case, handrails (not shown) and side lights may be provided at the left and right ends of the upper deck (UD). The left and right ends of the upper deck (UD) are connected to the side of the hull, and the side of the hull is referred to as the side shell plating. As previously explained, a ballast tank (not shown) may be provided in the space between the side shell plating and the liquefied gas storage tank (LT).

The upper deck (UD) may extend between the forward and aft ends of the cargo area (CA), but in this embodiment the upper deck (UD) may be converted into a lower deck (LD) at the forward end of the cargo area (CA). The lower deck (LD) is provided in parallel with the bow deck (FD), which will be described later, and may be a deck with a lower height compared to the upper deck (UD).

The lower deck (LD) may be located on one side of the liquefied gas storage tank (LT) provided at the forefront among the plurality of liquefied gas storage tanks (LT). The lower deck (LD) can be connected in the form of a vertical or inclined step at the front of the upper deck (UD), and this step is the part where the liquefied gas storage tank (LT) is located at the forefront in the forward and backward directions within the cargo area (CA). It can be provided on the table.

The bow deck (FD) can implement mooring by installing mooring equipment (30). In particular, the bow deck (FD) can be prepared as a sunken deck. However, when mooring the regasification facility (1), mooring lines (not shown) are arranged not only in the bow and stern but also in the central part of the hull, so that the mooring line (not shown) can be used in the cargo area (CA). For this purpose, the lower deck (LD) is provided at the same height as the bow deck (FD), so that integrated mooring can be achieved on the bow deck (FD) and the lower deck (LD).

For example, the mooring line (not shown) connected to the mooring equipment 30 (windlass, winch, etc.) provided on the bow deck (FD) passes through the lower deck (LD) of the cargo area (CA) to the outside of the hull. can be extended to That is, the lower deck (LD) allows a mooring line (not shown) extending from the bow deck (FD) to extend to the left or right from the central part of the hull.

In the case of ammonia carriers, the exposed deck (ED) is provided on both sides of the trunk deck (TD) and may include an upper deck (UD) that is lower than the trunk deck (TD). Of course, the exposed deck (ED) can vary depending on the type, structure, and shape of the liquefied gas storage tank (LT). However, the exposed deck (ED) is a part of the hull that is exposed to the outside and may be the upper surface that divides the interior and exterior of the hull.

The exposed deck (ED) may be provided on the upper part of the cargo storage space 10 formed inside the hull, but the exposed deck (ED) may not directly constitute the upper surface of the cargo storage space 10. That is, the cargo storage space 10 and the exposed deck (ED) are spaced apart in the vertical direction, forming a space that protects the cargo. The cargo storage space 10 can store fuel for use in the engines 421 and 422 and cargo stored for delivery to the transportation destination. For this purpose, the interior of the cargo storage space 10 may be separated by a partition or the like. Even if the fuel and cargo are the same material, the fuel and cargo can be stored separately in the internal space of the cargo storage space 10. Of course, even if the fuel and cargo are different materials, the fuel and cargo can be stored separately in the internal space of the cargo storage space 10. For example, ammonia fuel and ammonia cargo can be stored separately in the cargo storage space 10, and LPG fuel and ammonia cargo can be stored separately in the cargo storage space 10.

The exposed deck (ED) may be equipped with equipment for unloading or loading cargo. Additionally, the exposed deck (ED) can be equipped with additional facilities for handling cargo. For example, if the cargo is ammonia, a manifold 12 for transport of the cargo may be provided on the exposed deck (ED). The manifold 12 is provided in the center of the hull to easily connect the regasification facility 1 to the port transfer arm when docked at the port.

The manifold 12 is provided in a form that can transport both the gas phase and liquid phase of the liquefied gas, and may have a form in which gas phase lines and liquid phase lines are alternately provided. The manifold 12 may be provided with at least three lines in the front-back direction, and a gas-phase line and a liquid-phase line may be configured in accordance with the arrangement of the transfer arm in the port.

The manifold 12 may be provided in a form extending from the trunk deck (TD) toward both left and right ends. The manifold 12 may be bent downward on the outside of the trunk deck (TD) in the width direction in order to have a height connected to the external transfer arm, and may extend in the left and right directions on the upper deck (UD). That is, the manifold 12 can be bent at least twice to provide a step shape, and the step height of the bent portion of the manifold 12 can correspond to the height difference between the trunk deck (TD) and the upper deck (UD). there is.

The manifold 12 can communicate with the liquefied gas storage tank (LT) and the transfer arm, and for this purpose, the manifold 12 can be connected to a liquefied gas line extending from the dome of the liquefied gas storage tank (LT). . The liquefied gas line extends from the dome in a forward or backward direction. In the liquefied gas storage tank (LT) provided at the rear of the manifold 12 provided in the center of the hull, the liquefied gas line penetrates the dome and extends forward to connect to the manifold 12. On the other hand, in the liquefied gas storage tank (LT) provided in front of the manifold 12 provided in the center of the hull, the liquefied gas line may penetrate the dome and then extend rearward to be connected to the manifold 12. That is, the manifold 12 integrates and connects a plurality of liquefied gas storage tanks (LT) provided in the front and rear directions.

Additionally, a vent mast 11 may be provided on the exposure deck (ED) to discharge the liquefied gas released from the liquefied gas storage tank (LT) into the atmosphere. At least one vent mast 11 may be assigned to each liquefied gas storage tank (LT). A total of four liquefied gas storage tanks (LT) may be provided in the cargo area (CA) of this embodiment, and a total of four vent masts 11 may also be provided.

When two liquefied gas storage tanks (LT) are provided at the rear and front of the manifold 12, two vent masts 11 may be provided at the rear and front of the manifold 12, respectively. The vent mast 11 may be provided in the central portion of the trunk deck (TD) in the width direction, and may have a height above a certain level to protect workers located on the trunk deck (TD). That is, so that the liquefied gas discharged from the vent mast 11 does not threaten workers, the vent mast 11 has a shape that releases the liquefied gas at a certain height or higher.

The vent mast 11 can release liquefied gas to the outside when the safety valve is opened when the internal pressure of the liquefied gas storage tank (LT) becomes excessive. Alternatively, the vent mast 11 may discharge the liquefied gas flowing between the liquefied gas storage tank (LT) and the manifold 12 to the outside as needed. However, toxic liquefied gas may be released to the outside after the toxicity has been removed. For example, ammonia may be released to the outside after being treated to remove the toxicity of the liquefied gas storage tank (LT).

The vent mast 11 is a structure that emits liquefied gas, and the liquefied gas can be combustible and explosive. Therefore, the rear masthead light 111 provided on the vent mast 11 may have explosion-proof specifications.

In this embodiment, as both the height of the engine casing 40 and the height of the cabin 20 are lowered, the top of the vent mast 11 can be placed at the highest position. Using this, at least one of the vent mast 11 and the radar mast 26 may be provided with masthead lights 111 and 261.

Masthead lights (111, 261) are provided at the front and rear of the regasification facility (1) according to regulations, and the front-to-back distance between the front masthead light (261) and the rear masthead light (111) must exceed 100 m. do. Additionally, the rear masthead light 111 must be installed higher than the front masthead light 261.

Considering this, in this embodiment, for example, the rear mast head light 111 may be provided integrally with the vent mast 11 provided at the last end. That is, in this embodiment, instead of applying a separate structure for installing the masthead lights 111 and 261 on the trunk deck (TD), the rear masthead light 111 is installed on the existing vent mast 11. You can.

The front masthead light 261 may be installed on the radar mast 26. The radar mast 26 is mounted on the compass deck 21b in the cabin 20 provided in the bow area (FA). Since the radar mast 26 has a lower height than the vent mast 11, the rear masthead light 111 provided on the vent mast 11 is the front masthead light 261 provided on the radar mast 26. It can be set higher.

Of course, it is also possible to apply a separate mast for installing the front masthead light 261 in the cabin 20. In this case, the front masthead light 261 may be provided at the front or rear of the radar mast 26, and may be connected to the radar mast 26 as necessary.

In addition, the rear mast head light 111 may also be installed by a separate mast other than the vent mast 11, and the mast supporting the rear mast head light 111 may be placed around the vent mast 11. . The rear masthead light 111 may be connected to the vent mast 11 to utilize the support structure of the vent mast 11.

When mounting a liquefied gas storage tank (LT), it is necessary to provide a configuration responsible for processing such as re-liquefaction of liquefied gas and fuel supply. These structures consist of a cargo handling room 41, and the cargo handling room 41 is provided on the deck.

The cargo handling room 41 can accommodate a compressor that compresses the liquefied gas, a motor that operates the compressor, and a condenser or heater that cools or heats the liquefied gas.

An engine casing 40 is provided on the stern deck (AD), which divides the exterior and interior of the hull in the stern area (AA), which will be described later. If a cabin 20 is additionally provided on the stern deck (AD), the stern area ( Since there is not enough space in AA), the cargo handling compartment 41 can be placed on the exposed deck (ED) in the cargo area (CA).

However, in the present invention, the cabin 20 is arranged in the bow area (FA) rather than the stern area (AA). Accordingly, the present invention can secure free space in which the cargo handling room 41 can be placed on the stern deck (AD) rather than the cargo area (CA). That is, the cargo handling room 41 is provided in the stern area (AA). Accordingly, only the vent mast (11), manifold (12) and other facilities are provided on the trunk deck (TD), and the cargo handling room (41) for mainly processing liquefied gas is not located on the trunk deck (TD). No.

In this case, the present invention can secure sufficient free space on the trunk deck (TD). In particular, the present invention makes monitoring of the cargo area (CA) very easy because there is no hexahedral structure (Room) with a specific height on the exposed deck (ED) of the cargo area (CA).

Furthermore, the present invention can allow installation of additional equipment, etc. on the exposed deck (ED) of the cargo area (CA). For example, auxiliary propulsion equipment using wind power may be provided on the exposed deck (ED) of the cargo area (CA). Wind auxiliary propulsion equipment may include Magnus Rotor and Wing Sail. These wind auxiliary propulsion facilities may be installed on at least one of the front and rear sides of the manifold 12, and may be arranged on the trunk deck (TD) or upper deck (UD).

Alternatively, facilities that utilize eco-friendly energy other than wind power, such as solar power generation equipment and wind power generation equipment, may be installed on the exposed deck (ED) of the cargo area (CA). In addition, various equipment that can increase the operating efficiency of the regasification facility (1) can be added to the cargo area (CA).

However, as an example, among the living room (22) and the wheelhouse (21) included in the cabin (20), only the wheelhouse (21) can be placed in the bow area (FA) and the living room (22) can be maintained in the stern area (AA). . In this case, the cargo handling room 41 can be provided on the exposed deck (ED) of the cargo area (CA). Alternatively, in this case, the cargo handling room 41 may be provided on the stern deck (AD), and the cargo handling room 41 and the living room 22 may overlap vertically.

The bow area (FA) is provided in front of the cargo area (CA). The bow area (FA) may include the bow portion of the hull and encompasses the forward portion relative to the direction of operation of the regasification facility (1). In the bow area (FA), the hull has a shape where the width narrows sharply as it moves forward. Therefore, unlike the cargo area (CA), the bow area (FA) has relatively narrow space inside and outside the hull.

A bulbous bow may be provided at the front of the hull in the bow area (FA). Additionally, the front of the hull is the bow facing the waves, and its shape can determine the resistance according to the ship speed. The upper part of the bulbous bow at the front of the hull may have a receding shape from the top to the bottom. Alternatively, the front of the hull may have a vertical shape.

The bow area (FA) may be provided with a bow deck (FD) that separates the inside and outside of the hull. In particular, in the present invention, a cabin 20 is provided on the bow deck (FD). At this time, the cabin 20 may include a steering room 21, and includes a living room 22 along with the steering room 21.

At this time, the wheelhouse 21 may be a space equipped with equipment to control the operation of the regasification facility 1. However, when autonomous operation is applied to the regasification facility (1) of the present invention, the equipment placed inside the wheelhouse (21) and the size of the wheelhouse (21) may be changed.

The living room 22 may be a space where workers (crew members) who perform various tasks within the regasification facility 1 stay. The residence room 22 includes not only the space where the worker lives, but also the space where the worker rests, works, or eats. In other words, the living room 22 may be configured to include all spaces where workers can stay in addition to the wheelhouse 21. When autonomous operation is applied to the regasification facility (1) of the present invention, the living room (22) can be minimized or omitted.

In the case of conventional cargo carriers, it was common for cabins (20), such as a wheelhouse (21), to be provided at the stern. However, unlike the prior art, the present invention can increase space utilization of the stern area (AA) and cargo area (CA) by arranging the cabin 20 on the bow deck (FD) in the bow area (FA).

Additionally, since the cabin 20 is placed in the bow area (FA), there is no blind spot due to the hull when looking forward from the wheelhouse 21. In the conventional case where the cabin 20 is provided at the stern, a blind spot occurs due to the length of the hull in front of the cabin 20, resulting in a risk of accident. On the other hand, the present invention provides a cabin 20 on the bow deck (FD) so that the portion obscured by the hull is small when looking forward from the wheelhouse 21 of the cabin 20 (the slope of the visibility line is significantly reduced). (improved to lower), the risk of collision during navigation can be minimized.

As described above, when the cabin 20 is provided at the stern, the cargo handling room 41 must be placed in the cargo area (CA). However, in the present invention, the cabin 20 is arranged at the bow, so the cargo is placed in the stern area (AA). A processing chamber 41 may be arranged. Therefore, since the cargo handling room 41 is not placed in the cargo area (CA), the worker's work efficiency and ease of work management are increased. Furthermore, the present invention enables environmentally friendly modifications to the cargo area (CA).

The bow deck (FD), like the shape of the hull, has a shape that becomes narrower toward the front, and may have a convex curved shape toward the front. Furthermore, mooring equipment 30 for mooring the regasification facility 1 must be provided on the bow deck (FD), and mooring space must be secured. Therefore, the bow deck (FD) does not have sufficient floor space to place cabins 20 such as the wheelhouse 21 and the living quarters 22.

When it is desired to place the cabin 20 on the bow deck (FD), which has insufficient free space, there is a way to secure the required area of the cabin 20 by increasing the number of floors of the cabin 20. However, in this case, there is a problem that the air resistance due to the cabin 20 is significant.

Therefore, the present invention proposes a method to minimize air resistance due to the cabin 20 arranged in the bow area (FA), while ensuring the required area of the cabin 20 and securing sufficient mooring space.

Specifically, in the present invention, the cabin 20 is provided at the upper part of the bow deck (FD) and has a flat cross-section in which the width of the cabin 20 decreases toward the front of the bow. At this time, the width of the cabin 20 decreases non-linearly as it moves toward the front of the bow, so that the front of the cabin 20 can form a curved shape, or the cabin 20 becomes a cabin (20) as it moves toward the front of the bow. 20) The width can be reduced like a step. Alternatively, the width of the cabin 20 linearly decreases toward the front of the bow, but the slope of the decrease in width varies at certain portions, forming a polygonal shape.

In other words, the cabin 20 of the present invention deviates from the rectangular shape provided at the stern and can be provided as a bullet type by having a flat cross-section similar to the bow deck (FD). Through this, the present invention can minimize air resistance caused by the cabin 20.

The cabin 20 includes a wheelhouse 21 and a living room 22, and the living room 22 is located at the lower part of the wheelhouse 21. The living room 22 of the cabin 20 may include decks A to B, etc. depending on the number of floors (that is, deck A is placed relatively lower than deck B). At this time, the size of deck B is relatively small compared to deck A. That is, in order to further reduce air resistance, the lower part forming the living room 22 may have a flat cross-section that becomes smaller as it goes from the bottom (A deck) to the top. Accordingly, the cabin 20 may form a '>' shape together with the upper part of the bow of the hull when viewed from the side.

Based on the wheelhouse 21, the floor can be defined as the steering deck 21a and the ceiling can be defined as the compass deck 21b, and the living room 22 can be placed in the lower part of the steering deck 21a. The compass deck 21b forms the upper surface of the cabin 20 and may be exposed to the outside. Of course, some living space may be formed in the upper part of the steering deck (21a). In other words, the function/use of the wheelhouse 21 and the living room 22 is not necessarily limited depending on the terms.

The steering deck 21a may have a smaller size than the deck of the living room 22. The lower part, which forms the living room 22 in the cabin 20, may have a flat cross-section that decreases as it moves upward, while the upper part, which forms the wheelhouse 21 in the cabin 20, on the other hand, may have a flat cross-section that increases as it moves upward. there is. That is, when viewed from the side, the cabin 20 and the upper part forming the living room 22 may form a '<' shape at the front end.

Moreover, the cabin 20 may have a shape in which the upper part, which forms the wheelhouse 21, is retracted compared to the lower part, which forms the living room 22. That is, in the cabin 20, the lower part forming the living room 22 and the upper part forming the steering room 21 are connected vertically with a step based on the steering deck 21a. In this case, at least a portion of the circumference of the steering deck 21a is exposed to the outside. At this time, the downward looking angle from the wheelhouse (21) may be partially limited by the steering deck (21a) forming the upper surface of the living room (22), but as long as the cabin (20) is placed on the bow deck (FD), the steering deck Even if the lowering of the visibility line is partially limited by (21a), it goes without saying that blind spots can be innovatively resolved compared to before.

Additionally, the wheelhouse 21 can be protected by the living quarters 22 protruding further forward. For example, if there are waves coming over the bow deck (FD) during navigation, the waves may be broken by the living room (22) and may not hit the wheelhouse (21). In particular, the lower part of the cabin 20 has a forward convex shape, so the front of the cabin 20 can perform the function of cutting waves like the bow of the hull.

However, at least the front of the lower part of the cabin 20 may be strengthened in structure and material compared to the upper part of the cabin 20 in preparation for impact with waves (green water). For example, the window provided at the front of the lower part of the cabin 20 may be made of tempered glass with a higher strength than that used for the window of the wheelhouse 21, and the thickness of the metal structure forming the front part of the lower part of the cabin 20 may be relatively larger than the thickness of the metal structure forming the front part of the upper part of the cabin 20.

When the steering room 21, which is the upper part of the cabin 20, is retreated from the living room 22, which is the lower part of the cabin 20, the steering deck 21a exposed to the outside can be connected to the wing bridge 24. Therefore, workers in the wheelhouse (21) move to the wing bridge (24) via the steering deck (21a). For this purpose, the steering deck (21a) may be provided parallel to the upper surface of the wing bridge (24). In addition, escape equipment (life boat, etc., not shown) may be provided on both sides of the cabin 20 for workers to escape, and the steering deck 21a exposed to the outside may provide access to the escape equipment.

When viewed from the side, the lower part of the living room 22 may have a front end that recedes from the bottom to the top, while the upper part of the steering room 21 may have an incline opposite to this. That is, the upper part forming the wheelhouse 21 in the cabin 20 may be inclined so that the front end moves forward from the bottom to the top when viewed from the side.

Nevertheless, the front end of the wheelhouse 21 may be located rearward than the front end of the living room 22. That is, in the cabin 20, the front-to-back step difference between the upper part forming the wheelhouse 21 and the lower part forming the living room 22 may be larger than the front-to-back length at which the front end of the wheelhouse 21 is inclined.

These cabins 20 may have a bottom area that projects over 70% of the fore deck (FD). Therefore, the present invention can secure the required area of the cabin 20 even though the area of the bow deck (FD) is relatively small.

However, if the cabin 20 covers most of the bow deck (FD), securing mooring space becomes a problem. For this purpose, the cabin 20 is installed to be spaced upward relative to the bow deck (FD). That is, the cabin 20 has a structure where the lower surface is spaced upward from the bow deck FD through the support 23, and can form a piloti structure.

The certain height at which the lower surface of the cabin 20 is spaced upward from the bow deck FD is determined in consideration of the size of the mooring equipment 30 and the height required for maintenance of the mooring equipment 30. For example, the certain height may be 4.7m or more.

The support 23 may be provided so as not to interfere with the use of the mooring equipment 30. That is, the support 23 can ensure that the space between the lower surface of the cabin 20 and the bow deck (FD) is as open as possible. For example, the support 23 may be provided in the front of the cabin 20.

Since the cabin 20 is provided in a form that covers most of the bow deck (FD), the support 23 can vertically connect the front end of the bow deck (FD) and the front end of the cabin 20. In particular, the support 23 can support the cabin 20 using a bulwark 28 provided around the bow deck FD.

A bulwark 28 may be provided forward of the bow deck (FD) in the bow area (FA). The bulwark 28 is provided to surround the front of the bow deck (FD) and has a flat cross-section in a curved shape that is convex toward the front in correspondence to the shape of the bow deck (FD). The bulwark (28) prevents green water from entering the bow deck (FD) during operation of the regasification facility (1). Additionally, the bulwark 28 may have a structure through which a mooring line (not shown) passes.

This bulwark 28 may be formed in the front part of the bow deck (FD), and the support 23 has a lower end provided on the bulwark 28 and an upper end connected to the lower end of the cabin 20. Since the lower part of the cabin 20 forms the living room 22, the upper end of the support 23 may be provided to support the lower surface of the living room 22. In particular, the supports 23 may be provided in pairs so as to extend from both ends of the curved bulwark 28 to the lower surface of the cabin 20.

The lower surface of the cabin 20 is smaller than the area of the bow deck (FD), and the circumference of the lower surface of the cabin 20 may be retracted from the circumference of the bow deck (FD), so the bulwark 28 and the cabin 20 are The connecting support 23 may have a shape where the upper end is inclined backward compared to the lower end when viewed from a plan view.

In addition, the support 23 may have a shape in which the top of the support 23 is inclined backward compared to the bottom when viewed from the side. Through this, the present invention can prevent the lower part of the support 23 from blocking the view for mooring.

Therefore, when the worker uses the mooring equipment 30 placed on the bow deck (FD), the space on the bow deck (FD) is covered above by the cabin 20, and the surrounding area is open except for the support 23. . Through this, the present invention can reduce air resistance due to the cabin 20 and ensure the efficiency of mooring operations while arranging the cabin 20 of a sufficient size on the bow deck (FD).

A pair of supports 23 forms a bow opening (not shown) surrounded by the lower surface of the cabin 20 and the bow deck FD, and the mooring line (not shown) of the mooring equipment 30 forms the bow opening. It penetrates. The bow opening has a size and shape that are as open as possible through the arrangement and shape of the support 23, thereby enabling easy mooring of workers.

Furthermore, the present invention can further reduce air resistance by lowering the maximum height of the cabin 20. The height of the cabin 20 can be minimized by making the flat cross-section of the cabin 20 itself a size and shape that covers most of the bow deck (FD), and in addition, the bow area (FA) covers the bow deck (FD) itself. By lowering it, the effect of lowering the top of the cabin (20) (compass deck (21b)) can be achieved.

The forward deck (FD) has a relatively lower height than the exposed deck (ED) formed in the cargo area (CA). At this time, the exposed deck (ED) includes the trunk deck (TD) and upper deck (UD) as previously described. That is, the bow deck (FD) may be lower than the trunk deck (TD) and may also be lower than the upper deck (UD).

Therefore, the height difference between the bow deck (FD) and the trunk deck (TD) may be greater than the height difference between the upper deck (UD) and the trunk deck (TD). However, the height difference between the bow deck (FD) and the upper deck (UD) may be smaller than the height difference between the trunk deck (TD) and the bow deck (FD).

That is, the bow area (FA) can accommodate the height of the cabin 20 by the height that the bow deck (FD) is lowered from the upper deck (UD). Since the lower surface of the cabin 20 is spaced upward from the bow deck (FD) only by the height necessary for the use of the mooring equipment 30, the upper surface of the cabin 20 can be lowered when the bow deck (FD) itself is lowered. .

In this case, the cabin 20 has a height (height difference between the compass deck 21b and the trunk deck (TD)) protruding upward relative to the exposed deck (ED) (trunk deck (TD)), and the exposed deck (ED) ) and the height difference between the bow deck (FD)) and can have a smaller shape. In particular, the trunk deck (TD) can be placed on the same plane as the steering deck (21a) provided in the cabin (20), so the cabin (20) has a height from the steering deck (21a) upward to the compass deck (21b). , it may be smaller than the height from the steering deck (21a) downward to the bow deck (FD).

Furthermore, the cabin 20 may be provided in a form in which the height of the upper part is relatively low compared to the lower part with respect to the steering deck 21a. That is, the height from the exposed deck (ED) to the compass deck (21b) of the cabin 20 may be relatively smaller than the height from the exposed deck (ED) to the lower surface of the cabin 20.

In this case, the bow deck (FD) is a deck lower than the upper deck (UD), and mooring equipment 30 is provided to form a sunken deck that implements mooring. The bow deck (FD) may be provided lower than the stern deck (AD) of the stern area (AA), which will be described later.

That is, the bow deck (FD), which forms the upper surface of the hull in the bow area (FA), the lowest exposed deck (ED) (upper deck (UD)), and the stern area (AA), which form the upper surface of the hull in the cargo area (CA). It is formed lower than the stern deck (AD), which forms the upper surface of the hull.

However, this bow deck (FD) does not have a step between the cargo area (CA) and the bow area (FA) with the exposed deck (ED) of the cargo area (CA), but rather has a level difference with the exposed deck (ED) of the cargo area (CA). It is continuously connected to some part of the As previously explained, a lower deck (LD) is provided at the front of the upper deck (UD) in the cargo area (CA), and the lower deck (LD) has a level difference with the upper deck (UD) so that it has a height parallel to the bow deck (FD). You can. Therefore, the bow deck (FD) and lower deck (LD) can be flush with each other between the bow area (FA) and the cargo area (CA).

In this way, the bow deck (FD) does not form a step with the cargo area (CA) at the boundary between the cargo area (CA) and the bow area (FA), but extends without a step to a part of the cargo area (CA) and then has a step at a certain point. It was explained earlier that the mooring line (not shown) of the mooring equipment 30 provided on the bow deck (FD) must be extended via the cargo area (CA).

The height difference between the fore deck (FD) and the upper deck (UD), that is, the height difference between the lower deck (LD) and the upper deck (UD), can be around 2 m. However, if the lowering of the bow deck (FD) is excessive, the area of the bow deck (FD) itself becomes narrow considering the bow alignment of the hull, causing restrictions not only on the installation of the cabin (20) but also on the installation of the mooring equipment (30). do. Therefore, the bow deck (FD) may be lowered to a height of less than 4 m compared to the upper deck (UD).

In this way, in the bow area (FA), the cabin 20 has a flat cross-section that is convex toward the front and a side cross-section that recedes upward from the bottom, further achieving the effect of reducing air resistance, and furthermore, the maximum height of the cabin 20. The resistance can be further reduced by lowering .

In this case, decks A and B of the cabin 22 in the cabin 20 may be located lower than the trunk deck (TD). In addition, the steering deck (21a) formed on the upper part of deck B in the cabin (20) may be provided at the same or similar height as the trunk deck (TD), and the compass deck (21b) of the cabin (20) is located at the trunk deck (TD). It can be arranged further upwards.

Accordingly, the cabin 20 is provided with two decks below and one deck above the trunk deck (TD), so that the part higher than the trunk deck (TD) is relatively higher than the part lower than the trunk deck (TD). It has a small height. Accordingly, the regasification facility 1 can greatly reduce air resistance by minimizing the height of the cabin 20 while placing the cabin 20 on the bow deck (FD) of a relatively small area.

The cabin 20 may be provided so that the steering deck 21a has a height parallel to the trunk deck (TD) among the exposed decks (ED) of the cargo area (CA). At least a portion of the steering deck 21a may be exposed to the outside, and the externally exposed steering deck 21a and the trunk deck TD may be placed on the same plane. Additionally, the steering deck (21a) and the trunk deck (TD) can be connected to each other to facilitate the passage of workers.

Workers working in the wheelhouse 21 may be required to monitor the cargo area (CA) as needed. For this purpose, a cargo management room (not shown) may be provided behind the wheelhouse 21 in the cabin 20. The cargo management room is located facing the cargo area (CA), ensuring visibility into the cargo area (CA). That is, the cargo management room may have a structure that is open toward the cargo area (CA) and allows movement to the cargo area (CA). Alternatively, the cargo management room may be structured to have a window on the cargo area (CA) side so that the cargo area (CA) can be visually checked.

As described above, as the cargo handling room 41 is provided in the stern area (AA), there may be no elements in the cargo area (CA) that significantly obstruct visibility other than the vent mast 11 and the manifold 12. Therefore, workers can easily manage the entire cargo area (CA) while looking backwards from the cargo management room.

The cargo management room is provided at the same height as the steering room 21, so that the steering deck 21a can form the floor of the cargo management room. The cargo control compartment can therefore be connected to the exposed deck (ED) of the cargo area (CA) without height difference.

In order to reduce the number of workers living in the cabin 20, the regasification facility (1) of the present invention places a control facility for operation of the regasification facility on land, thereby reducing some of the manpower required for operation of the regasification facility. Can be deployed on land. Accordingly, the size of the cargo area (CA) can be increased by reducing the size of the living room (22) of the regasification facility (1), thereby increasing the cargo loading of the regasification facility (1), and preventing fires occurring in the regasification facility (1). , it can ensure the safety of workers in emergency situations such as leakage or explosion of liquefied gas.

The regasification facility (1) of the present invention may be provided with a cargo handling room (41) in the stern area (AA), where the upper surface of the cargo handling room (41) is at the same height as the exposed deck (ED) of the cargo area (CA). It can be provided. In this case, the regasification plant (1) extends from the steering deck (21a) in the bow area (FA) to the exposed deck (ED) in the cargo area (CA) (in particular the trunk deck (TD)) and the upper surface of the cargo handling compartment (41). It can be flat.

At least some of the living rooms 22 provided in the cabin 20 may be spaces where workers live and sleep. In this case, lighting is required in the space to ensure the basic standard of living for workers. If the space is provided forward from the bottom of the cabin 20, there is no problem with lighting, but there is a risk due to waves or external collisions. Therefore, the space may be provided rearward from the lower part of the cabin 20 and may be located rearward of the impact bulkhead 31.

However, when the steering deck 21a is parallel to the trunk deck (TD) in the cabin 20, the lower part of the cabin 20 can be provided below the trunk deck (TD), so that it is located at the rear from the lower part of the cabin 20. Lighting into the residential space provided is limited. Accordingly, the cabin 20 can be arranged forward and spaced apart from the exposed deck (ED) of the cargo area (CA) in the forward and backward directions, and lighting into the living space can be provided through the spaced gap.

However, the cabin 20 may be connected to the exposed deck (ED) of the cargo area (CA) through a bracket (not shown). A bracket (not shown) may connect the exposed deck (ED) and the cabin 20 without interfering with the lighting of the living quarters of the cabin 20.

For example, brackets (not shown) connect the trunk deck (TD) and the rear of the cabin 20 front and rear, and can be provided in pairs so as to connect from both sides of the trunk deck (TD) to both left and right ends of the rear of the cabin 20. there is. That is, since a pair of brackets (not shown) can form an empty space in the width direction, lighting can occur between the pair of brackets (not shown).

The cabin 20 may be provided with a wing bridge 24. The wing bridge (24) is a structure to check whether there are any problems at both ends of the hull when docking the regasification facility (1), and the left and right widths of the wing bridge (24) correspond to the maximum width of the regasification facility (1). It can be. Considering that the width of the hull is maximum in the cargo area (CA), the wing bridges 24 extend on both sides of the cabin 20 to correspond to the width of the hull in the cargo area (CA).

Since the width of the cabin 20 decreases toward the front of the bow and has a convex shape toward the front, the wing bridge 24 can be provided relatively rearward of the cabin 20 in order to reduce the protruding length of the wing bridge 24. there is. For example, the wing bridge 24 may be connected to the rear of the externally exposed portion of the steering deck 21a.

The wing bridge 24 is provided in a form that allows workers to move. The upper surface of the wing bridge 24 is the same as the steering deck 21a so that workers working in the wheelhouse 21 can move to the wing bridge 24. It can be flat. Therefore, workers located in the steering room (21) can move to the upper surface of the wing bridge (24) via the steering deck (21a), and workers located in the living room (22) can move from the living room (22) to the steering deck (21a). After doing so, you can access the upper surface of the wing bridge (24).

The upper surface of the wing bridge 24 may be surrounded by a handrail (not shown) to protect workers. Additionally, equipment (cameras, sensors, lights, etc.) to assist in berthing of the regasification facility 1 may be added to the wing bridge 24.

As autonomous navigation technology is incorporated into the regasification facility 1 of the present invention, when the regasification facility 1 implements automatic berthing, the wing bridge 24 may be deleted. That is, the wing bridge 24 is a structure for workers to visually check the berthing state when berthing of the regasification facility 1. In the case of the regasification facility 1 that can be berthed without operator confirmation, the wing bridge 24 can be omitted.

In addition, if the cabin 20 has a shape similar to the bow deck FD and has a flat cross-section whose maximum width corresponds to the maximum width of the regasification facility 1, the wing bridge 24 may not be present. there is. In this case, at least a portion of the steering deck (21a) may function as the wing bridge (24).

Escape equipment is provided on the steering deck (21a) connected to the upper surface of the wing bridge (24), and the escape equipment can be easily accessed from the wing bridge (24) and the steering deck (21a). Escape equipment may be provided at the rear of the wing bridge 24, and a pair of escape equipment may be provided on the left and right sides of the cabin 20.

The wing bridge 24 may extend in the left and right directions from both sides of the cabin 20 in the form of wings. The wing bridge 24 is integrated into the cabin 20 without a separate support structure and is supported by the cabin 20. The load can be supported. Alternatively, the wing bridge 24 may be provided with an inclined reinforcement bar on its lower surface, so that the load may be supported by the cabin 20.

The wing bridge 24 has a front side facing forward and a rear side facing backward, and at least the rear side of the front side and the rear side may be arranged parallel to the width direction of the hull. At least part of the shear side may also be provided parallel to the width direction of the hull, but both left and right ends of the shear side may have a slope that recedes toward the ends. That is, the wing bridge 24 may have a relatively rectangular parallelepiped shape when viewed in plan, and may have a chamfer shape in which both ends of the shear side are shaved.

As described above, the cabin 20 is supported on the bow deck (FD) by supports 23, brackets (not shown), etc. so that the lower surface of the cabin 20 is spaced upward. ) Mooring equipment 30 is provided below. In this case, mooring work using the mooring equipment 30 can be performed between the bow deck (FD) and the lower surface of the cabin 20.

In addition, maintenance and repair work on the mooring equipment (30) must also be performed between the bow deck (FD) and the bottom of the cabin (20). In particular, for installation and unloading of the mooring equipment 30, the height between the bow deck (FD) and the lower surface of the cabin 20 may have more clearance than the height of the mooring equipment 30.

Furthermore, the cabin 20 may be provided with unloading equipment (not shown) for maintenance of the mooring equipment 30. Unloading equipment (not shown) may be fixed to the bow deck (FD) or the lower surface of the cabin 20. For example, it is provided to correspond to the installation position of the mooring equipment 30 on the lower surface of the cabin 20, so that the bow deck ( FD) may not impede the movement of workers.

The unloading equipment (not shown) may be a crane, a davit, etc., and the mooring equipment 30 may be lifted and taken out to the outside of the bow deck (FD), or the mooring equipment 30 may be delivered from the outside to the bow deck (FD). ) can be delivered to a specific location. For this purpose, a plurality of unloading equipment (not shown) may be fixedly installed on the bottom of the cabin 20. Alternatively, unloading equipment (not shown) may be provided to be movable within a certain space on the lower surface of the cabin 20, and rails, etc. may be used.

The deck that separates the exterior and interior of the hull, such as the bow deck (FD) in the bow area (FA) or the exposed deck (ED) in the cargo area (CA), can have a slope that decreases from the center to both left and right ends. In other words, camber is applied to the deck of the hull.

In this case, looking at the bow area (FA), the shortest height from the bow deck (FD) to the bottom of the cabin 20 is formed at the center portion in the left and right directions on the bow deck (FD). On the other hand, the height between the bow deck (FD) and the bottom of the cabin (20) gradually expands as you go from the bow deck (FD) to both left and right ends.

Unloading equipment (not shown) may be provided in the central portion in the left and right directions from the bottom of the cabin 20, and when the mooring equipment 30 is lifted by the unloading equipment (not shown) and then pulled out in the left and right directions. , sufficient margin can be secured.

Of course, unloading equipment (not shown) may be provided on both left and right ends of the bottom of the cabin 20. In this case, through the camber shape of the bow deck (FD), it is possible to secure not only the installation height of the unloading equipment (not shown) but also the height of the unloading space.

The upper part of the cabin 20 forms the wheelhouse 21, and the ceiling of the wheelhouse 21 forms the compass deck 21b. A radar mast 26 is provided on the compass deck 21b to ensure the operational safety of the regasification facility 1. The radar mast 26 uses radar to detect ahead in the direction in which the regasification facility 1 operates.

In order to secure detection performance, the radar mast 26 may be provided in the form of a pillar with a certain height relative to the compass deck 21b. Additionally, the radar mast 26 may be provided in the central portion of the compass deck 21b in the left and right directions, and may be disposed biased toward the front in the forward and backward directions.

Masthead lights 111 and 261 may be added to the radar mast 26. As previously described in the vent mast (11) in the cargo area (CA), the regasification facility (1) is provided with masthead lights (111, 261), and the masthead lights (111, 261) are provided at the front and rear, respectively. It is preferable that the front masthead light 261 and the rear masthead light 111 are spaced apart from each other by a certain distance (for example, 100 m) or more. Additionally, the front masthead light 261 must be provided lower than the rear masthead light 111.

Considering these requirements, the radar mast 26 may be provided with a front masthead light 261 integrally. In the present invention, the bow deck (FD) is provided lower than the upper deck (UD) to form a sunken deck, and the cabin 20 has a relatively wide flat cross-section to cover most of the bow deck (FD), so that the cabin 20 The compass deck (21b) is provided so as not to be excessively higher than the trunk deck (TD). For example, the compass deck 21b is provided at a height lower than the height between the trunk deck (TD) and the bottom of the cabin 20, based on the trunk deck (TD), so the radar mast 26 is installed at a height of the compass of the cabin 20. Even if installed on the deck 21b, the top height of the radar mast 26 may be lower than the top height of the vent mast 11 described above.

However, the compass deck (21b) where the radar mast (26) is installed is provided higher than the trunk deck (TD), which is the exposed deck (ED) where the vent mast (11) is installed, so the height of the radar mast (26) is the vent mast (11). ) can have a value lower than the height of. In this case, the height difference between the radar mast 26 and the vent mast 11 may be greater than the height difference between the compass deck 21b and the trunk deck (TD). This is to secure the height difference between the front masthead light 261 and the rear masthead light 111.

Therefore, the front masthead light 261 installed on the radar mast 26 is at a lower height than the rear masthead light 111 installed on the vent mast 11 disposed at a certain distance or more rearward from the radar mast 26. Located. Additionally, the radar mast 26 and the vent mast 11 may be arranged side by side in the front-to-back direction. The radar mast 26 is placed at the center of the compass deck 21b in the left and right directions, and the vent mast 11 is also placed at the center of the trunk deck (TD) in the left and right directions. Therefore, the front masthead light 261 and the rear masthead light 111 can display the approximate length of the hull while accurately indicating the longitudinal direction of the hull.

As the forward masthead light 261 and the rear masthead light 111 are installed on the radar mast 26 in the bow area (FA) and the vent mast 11 in the cargo area (CA), the present invention provides a masthead light Since there is no need to arrange a pillar with a separate support structure for the installation of (111, 261), space utilization on the deck can be further improved.

In addition, as the cabin 20 is placed in the bow area (FA) and the radar mast 26 is provided on the compass deck 21b of the cabin 20, in contrast to the case where the cabin 20 is placed at the stern, the radar mast ( 26) can omit detection of the cargo area (CA). Through this, the radar mast 26 is not affected by the cargo area (CA) when detecting the front with radar, thereby improving operational stability.

In the case of the rear mast head light 111 provided on the vent mast 11, it may be provided with explosion-proof specifications in consideration of the discharge of explosive substances such as liquefied gas from the vent mast 11. However, in the case of the front mast head light 261 provided on the radar mast 26, it is free from the risk of explosive cargo and can be provided to have non-explosion proof specifications.

To the compass deck 21b where the radar mast 26 is provided, cranes (provision cranes) or davits, etc. may be added to at least both sides. At this time, the crane may be provided to retrieve the escape equipment. Alternatively, a crane provided on the compass deck (21b) can implement unloading of the mooring equipment (30). That is, the mooring equipment 30 provided on the bow deck (FD) is moved to a position offset from the lower surface of the cabin 20 by unloading equipment (not shown) installed on the lower surface of the cabin 20, and then the compass deck 21b. It can be delivered to the outside by a crane provided on the table. That is, the crane on the compass deck 21b can assist unloading equipment (not shown) provided on the lower surface of the cabin 20.

Alternatively, the unloading of the mooring equipment 30 is performed by unloading equipment (not shown) on the bottom of the cabin 20, and the crane provided on the compass deck 21b is used to lift ( It can be responsible for lifting. In particular, a crane on the compass deck 21b may be provided to transport equipment installed inside the cabin 20.

For this purpose, a cabin hatch (not shown) may be provided on the compass deck 21b. The cabin hatch (not shown) may be provided in a form that can be opened and closed on the compass deck (21b) and may be placed behind the radar mast (26). Additionally, a cabin hatch (not shown) may be provided between a pair of cranes that can be placed on the compass deck 21b.

When the cabin hatch (not shown) on the compass deck 21b is opened and the hatch on the steering deck 21a is opened, the cabin 20 can be opened from the outside of the cabin 20 using a crane provided on the compass deck 21b. Equipment transfer between the cabin 20 and the living quarters 22 becomes possible. The cabin hatch (not shown) can be used to transport steering equipment used in the wheelhouse 21 and various facilities or consumption items necessary for residence in the living room 22, and can be maintained in a sealed state during operation.

As previously described, mooring equipment 30 may be placed on the bow deck (FD), and the mooring equipment 30 is placed between the bow deck (FD) and the lower surface of the cabin 20. Mooring equipment 30 may include a winch, windlass, mooring line (not shown), etc.

The mooring equipment 30 allows mooring lines (not shown) to extend in various directions in order to stably moor the regasification facility 1. For example, a mooring line (not shown) may pass through the bulwark 28 and extend toward the front of the regasification facility 1. In this case, the front mooring line (not shown) penetrating the bulwark 28 extends to have an inclination of less than 45 degrees to the left or right with respect to the front-to-back center line of the regasification facility 1.

In addition, the mooring line (not shown) is provided to pass through both ends of the curved bulwark 28 and may extend parallel to the width direction of the regasification facility 1. In addition, the mooring line (not shown) extends from the bow deck (FD) and changes its extension direction through standing rollers or bollards provided on the bow deck (FD) or lower deck (LD), and then changes to the left and right sides of the lower deck (LD). It can be extended on both sides.

Mooring lines (not shown) extend to both left and right in the cargo area (CA) to stably secure the hull. For this purpose, as previously explained, a certain portion of the exposed deck (ED) of the cargo area (CA) at the front is composed of the lower deck (LD), which is lower than the upper deck (UD) and is flush with the bow deck (FD), which is a sunken deck. .

Below, the internal structure of the hull in the bow area (FA) will be described. The interior of the hull, which is the lower part of the bow deck (FD) in the bow area (FA), may be divided into multiple spaces by bulkheads, etc. At this time, the bulkhead may include both a longitudinal bulkhead and a transverse bulkhead, and at least one transverse bulkhead may be formed as an impact protection bulkhead 31 to prepare for a forward collision of the hull.

The impact bulkhead 31 may be a transverse bulkhead provided at the forefront inside the hull, and may be provided vertically in the vertical direction to form a 'T' shape with the bow deck (FD) when viewed from the side. The impact-prevention bulkhead 31 is provided at a position retreated by a certain distance compared to the front of the hull. The impact bulkhead 31 is used to protect the inside of the hull when the regasification facility 1 collides with an obstacle, and may be made of steel that is thicker than other surrounding parts.

A Bosun store (not shown) may be provided inside the hull in the bow area (FA). A bosun store (not shown) can fulfill the role of a warehouse and can be formed directly below the fore deck (FD).

A pump room (not shown), a tank room (not shown), etc. may be provided behind the impact barrier 31. The pump room (not shown) may be provided in the lower part of the maintenance store (not shown) at the rear of the impact partition wall 31. The pump room (not shown) can accommodate a pump for transporting cargo or other fuel. The pump room (not shown) is provided in a container or the like and can be moved to the outside of the regasification facility 1. The pump room (not shown) can be moved to another cargo carrier so that the carrier can transfer cargo, etc.

When the pump room (not shown) accommodates a pump that transfers fuel, etc., the fuel transferred by the pump may be fuel stored in the tank room (not shown). At this time, the pump may include a fuel pump, and the fuel pump delivers fuel from the tank room (not shown) to the engine room 42, etc. Fuel transferred by the fuel pump may be delivered to the stern area (AA) via the passage way or pipe duct under the trunk deck (TD) described above, and may be oil fuel.

The propulsion engine 421, power generation engine 422, etc. provided in the engine room 42 may be a type that mainly consumes liquefied gas, but the propulsion engine 421, etc. may consume oil fuel as needed. there is. If the propulsion engine 421 needs to operate with fuel other than cargo, the pump room (not shown) can deliver fuel from the tank room (not shown) to the propulsion engine 421, etc.

The stern area (AA) is provided behind the cargo area (CA). The aft area (AA) may include the aft portion of the hull and encompasses the aft portion relative to the direction of operation of the regasification facility (1). In the aft area (AA), the hull may have a shape where the width becomes somewhat narrower towards the rear, but it is also possible for the hull width to not become narrower.

However, even though the width of the hull in the stern area (AA) becomes narrower toward the rear, the extent to which the width of the hull is reduced in the stern area (AA) may be relatively small compared to the bow area (FA). Therefore, while the bow area (FA) has a sharp front end, the stern area (AA) can have a rear end cut in the width direction.

A propeller for propulsion is provided at the rear of the hull in the aft area (AA). Additionally, a rudder may be provided at the rear of the propeller to control the operating direction of the regasification facility (1). Additionally, an energy saving device that can improve propulsion efficiency may be installed at the rear of the propeller or the front of the rudder.

The propeller may be connected to a motor, and the motor may be used for power generation. In other words, the propeller can rotate due to waves, ebb and flow, and at this time, the motor can generate electricity. Electricity generated by the motor can be stored in a battery connected to the motor. Of course, the motor can supply power to the propeller, and the power generated when the propeller rotates can be used to generate electricity. An Active Front End (AFE) type can be used as a converter for the motor, and the AFE type converter can enable both charging and discharging of the motor.

The aft area (AA) may be provided with an aft deck (AD) that divides the inside and outside of the hull. Additionally, the height of the forward and rear portions of the aft deck (AD) may be different. The aft part of the aft deck (AD) may be provided with mooring equipment 30 as described in the fore deck (FD) and form a sunken deck.

The aft portion of the aft deck (AD) may be at the same height as the fore deck (FD) or may be lower. That is, the aft part of the aft deck (AD) may be lower than the exposed deck (ED) of the cargo area (CA). Additionally, this part can have a shape where the height decreases from the front end to the back end.

The front part of the aft deck (AD), unlike the rear part, may have a certain height and may have a higher height than the rear part. Therefore, the stern deck (AD) may have a step in the height direction between the front and rear.

The front part and the rear part of the stern deck (AD) can be distinguished by the rear of the engine casing 40 provided on the stern deck (AD). Hereinafter, for convenience of explanation, the aft deck (AD) may refer to the area from the aft deck (AD) to the forward part, unless otherwise specified.

An engine casing 40 is mounted on the aft deck (AD), and the rear of the engine casing 40 may be parallel to the rear end of the aft deck (AD). The engine casing 40 is provided outside the hull and discharges exhaust from the engine room 42, which will be described later. The engine casing 40 is provided with a funnel 402 at the center in the left and right directions. The stack 402 is a component that discharges exhaust from the engine room 42 and may be referred to as a funnel. The stack 402 may accommodate an exhaust pipe (not shown) that discharges exhaust extending from the engine room 42. Of course, it is also possible for the stack 402 to be provided in a position other than the center of the engine casing 40.

The stack 402 discharges exhaust into the atmosphere above a certain height to protect workers located on the stern deck (AD). Therefore, the exhaust discharged from the stack 402 does not flow to the stern deck (AD) but can escape rearward as the regasification facility (1) operates.

The engine casing 40 may have a central chimney 402 protruding upward. In this case, the engine casing 40 has lower left and right parts compared to the central funnel 402, so that it can form an overall symmetrical step shape.

The engine casing 40 may be formed in the form of steps with both ends in the left and right directions lower than the center, excluding the protruding portion of the stack 402. The engine casing 40 may have a chimney 402 protruding from the central portion in this step shape. That is, the stack 402 may be provided at a relatively high level in the engine casing 40.

The reason why the stack 402 is provided in the central portion of the engine casing 40 is because the propulsion engine 421 provided in the engine room 42 is located in the central portion along the width direction of the regasification facility 1. . That is, the stack 402 of the engine casing 40 is provided so as not to deviate from the exhaust port of the propulsion engine 421 in the left and right directions, and an exhaust pipe (not shown) transmits the exhaust discharged from the propulsion engine 421, etc. to the engine casing 40. It may extend upward without being bent to the left or right.

Considering the size and displacement of the propulsion engine 421, the exhaust pipe (not shown) of the propulsion engine 421 may cause excessive vibration and noise if there is a bent part. Therefore, the stack 402 of the engine casing 40 is provided at the same position in the left and right directions as the propulsion engine 421, so that the bent portion in the exhaust pipe (not shown) can be minimized. In addition, the power generation engine 422 is also provided to overlap with the propulsion engine 421 in the left and right directions, so that the exhaust pipe (not shown) connected from the power generation engine 422 to the stack 402 can also exclude bending in the left and right directions. .

The engine casing 40 may further include combustion equipment 401 in addition to the stack 402. Combustion equipment 401 burns fuel. At this time, the fuel burned by the combustion equipment 401 may be cargo, such as liquefied gas, or fuel stored in the tank room (not shown) of the bow area (FA) described above.

The combustion equipment 401 may include a gas combustion unit that burns and consumes liquefied gas, which is a gas fuel. The gas combustion device may be a concept encompassing a gas valve unit that supplies fuel to the propulsion engine 421 or the power generation engine 422. Alternatively, the combustion equipment 401 may include a burner that burns gas or oil fuel.

Additionally, the combustion equipment 401 may include a boiler that burns fuel to generate steam, in addition to equipment that burns and consumes excess fuel. At this time, the exhaust generated from the combustion equipment 401 may also be transmitted to the stack 402 and then discharged into the atmosphere, like the exhaust from the propulsion engine 421.

A chimney 402 may be provided at a relatively high stage of the engine casing 40, and combustion equipment 401 may be provided at a relatively low stage of the engine casing 40. At this time, the combustion equipment 401 accommodated in the lower stage of the engine casing 40 may be a gas combustion device or a boiler, and in particular, it may be a gas combustion device.

A gas combustion device may be provided at the lower end of the engine casing 40, and in this case, an exhaust port for the combustion equipment 401 may be provided separately. In this case, the engine casing 40 discharges exhaust from the engine room 42 through a chimney in the center portion, and exhaust exhaust from the combustion equipment 401 discharges from the left or right portion. That is, the engine casing 40 may have a structure in which at least two or more exhaust holes are formed. However, in order to prevent the exhaust from the stack from flowing back toward the combustion equipment 401 or, conversely, from the exhaust from the combustion equipment 401 from flowing back toward the stack, the two exhaust holes may be sufficiently spaced apart from each other. Therefore, the exhaust discharged from the engine casing 40 does not flow back into the engine casing 40 during the operation of the regasification facility 1, but is naturally discharged into the atmosphere.

In the present invention, the engine casing 40 can be provided in a separate location from the stack, instead of integrating the exhaust port of the combustion equipment 401 into the stack. In this case, the maximum height of the stack 402 provided at the center of the engine casing 40 can be adjusted downward to a height that does not include the exhaust port of the combustion equipment 401, thereby significantly reducing the overall height of the engine casing 40. can do.

The combustion equipment 401 may be accommodated on the left or right side of the engine casing 40, and in this case, the exhaust port of the combustion equipment 401 may be provided on one side of the stack 402 to be exposed to the outside. For reference, the exhaust port of the combustion equipment 401 may also have a similar shape and function as the chimney provided in the center of the engine casing 40, and may therefore be referred to as a chimney.

At this time, the engine casing 40 may be raised so that the lower stage where the combustion equipment 401 is provided covers the combustion equipment 401. That is, the engine casing 40 can be made to have a shape that is lower than the central portion on either side of the left and right portions, and exhaust from the stack and combustion equipment 401 can be performed from the central portion and one side portion, respectively.

Among the components that make up the combustion equipment 401, it may be desirable for the parts (fans, etc.) other than the exhaust port to be accommodated inside the engine casing 40. The engine casing 40 of the present invention is located on one of the lower ends of the left and right sides. The internal volume of one side is expanded by aligning the end with the high center end.

That is, the engine casing 40 can expand one end of the left and right parts up and down, and one end of the engine casing 40 can sufficiently accommodate the part of the combustion equipment 401 excluding the exhaust port. Therefore, instead of the combustion equipment 401 being accommodated inside the stack, the engine casing 40 is provided inside the engine casing 40 on one side outside the stack, thereby reducing the overall height of the engine casing 40 and providing combustion equipment ( By satisfying the conditions necessary for installation of the combustion equipment 401, the operation stability of the combustion equipment 401 can be guaranteed.

The engine casing 40 may include exhaust treatment equipment (not shown) that processes the exhaust discharged from the engine room 42 in order to satisfy various environmental regulations applicable to the exhaust of the regasification facility 1. Exhaust treatment equipment (not shown) purifies at least one of the exhaust of the engine room 42 and the exhaust of the combustion equipment 401, and may include selective catalytic reduction equipment that reduces pollutants contained in the exhaust. . Alternatively, the exhaust treatment equipment (not shown) may further include a filter that removes particles contained in the exhaust, a scrubber that washes the exhaust with seawater, etc. Furthermore, the exhaust treatment equipment (not shown) may include exhaust recirculation equipment to improve the condition of exhaust gas to be discharged in the future, rather than equipment that directly purifies exhaust gas already discharged.

The engine casing 40 can discharge exhaust gas through exhaust treatment equipment (not shown) such as selective catalytic reduction equipment through a stack. That is, the exhaust treatment equipment (not shown) may be installed on an exhaust pipe (not shown) that delivers exhaust discharged from the engine room 42 to the stack, and may also be installed in the exhaust port of the combustion equipment 401. As described above, the combustion equipment 401 may be provided separately from the stack 402, so the engine casing 40 has a plurality of exhaust treatment equipment (not shown) installed in the exhaust port of the combustion equipment 401 and an exhaust pipe in the stack (not shown). city) can be assigned.

Alternatively, instead of the exhaust of the combustion equipment 401 being separate from the exhaust of the stack 402, the exhaust port of the combustion equipment 401 may be connected to the inside of the stack 402. That is, although the combustion equipment 401 is provided separately from the stack 402, the exhaust port of the combustion equipment 401 is not exposed to the outside of the engine casing 40 and can be connected to the inside of the stack 402. In this case, the exhaust of the combustion equipment 401 and the exhaust of the engine room 42 delivered to the stack 402 may be treated through integrated exhaust treatment equipment (not shown) and then discharged to the outside. That is, when the chimney 402 is provided to receive and discharge the exhaust from the combustion equipment 401, the exhaust from the engine room 42 can be discharged to the outside through the chimney 402 through exhaust treatment equipment (not shown). Additionally, exhaust from the combustion equipment 401 may be discharged to the outside through exhaust treatment equipment (not shown) allocated to the stack 402.

Additionally, a blowing device (not shown) such as a blower or fan may be provided at the end of the stack 402. If the cabin 20 is placed in the stern area (AA), and fuel, fuel exhaust gas, purge gas, etc. are harmful substances, the exhaust gas, etc. is discharged through the stack 402, which may harm the health of workers. Therefore, the blower (not shown) can blow exhaust gases of fuel in the opposite direction of the cabin 20 so that the exhaust gases of the fuel are not transmitted to the cabin 20. Accordingly, the height of the stack 402 required to be minimum to separate it from the cabin 20 can be lowered. Since the height of the stack 402 can be lowered, the air resistance applied to the regasification facility 1 can be reduced and the operating efficiency of the regasification facility 1 can be increased. Additionally, the safety of workers in the cabin 20 can be guaranteed.

A cargo handling room 41 is provided in front of the engine casing 40 on the stern deck (AD). The cargo handling room 41 is configured to process cargo stored in the cargo area (CA), and configurations accommodated within the cargo handling room 41 may vary depending on the type of cargo.

The cargo handling room 41 can accommodate devices for loading or unloading cargo when the regasification facility (1) docks at the port, and can also maintain a stable loading condition of the cargo during the operation of the regasification facility (1). It can accommodate devices to maintain it.

For example, if the cargo is liquefied gas, the cargo handling room 41 can accommodate a cargo delivery unit including a pipeline, manifold, etc. for loading and unloading of the liquefied gas. Specifically, the cargo handling room 41 may include a vaporization unit necessary for preparing the liquefied gas storage tank (LT) (drying, inerting, gassing up, cool-down, etc.) before loading the liquefied gas, and It may include a compressor (HD compressor) for processing boil-off gas generated from the liquefied gas storage tank (LT) when loading.

Additionally, the cargo handling room 41 may include a heater, etc. necessary to prepare for entry into the liquefied gas storage tank (LT) after unloading of the liquefied gas (warming up, inerting, aerating, etc.).

The cargo handling room 41 not only includes devices for loading and unloading liquefied gas, or processing liquefied gas before or after loading, but also ensures storage stability of the liquefied gas storage tank (LT) during the operation of liquefied gas. Includes a device that guarantees As an example, the cargo handling room 41 may include a re-liquefaction device that re-liquefies the boil-off gas generated in the liquefied gas storage tank (LT). The reliquefaction device may include a compressor (LD compressor), a condenser, etc.

Furthermore, the cargo handling room 41 further includes a fuel supply device for supplying the liquefied gas in the liquefied gas storage tank (LT) to the propulsion engine 421 of the engine room 42, etc. The fuel supply device may include a high-pressure pump and a heat exchanger that transport and heat the liquefied gas, and a compressor (LD compressor) and a gas heater that compress and heat the boil-off gas.

In addition, the cargo processing room 41 may be configured to accommodate all devices necessary to process liquefied gas as cargo while the regasification facility 1 is anchored or in operation. However, hereinafter, the compressor included in the cargo handling room 41 and the motor for driving it will be described, and description of the arrangement of the remaining components will be omitted.

The cargo handling room 41 may be provided outside the hull and may be provided in front of the engine casing 40 on the stern deck AD. Unlike the prior art, in the present invention, as the cabin 20 is arranged in the bow area (FA), free space can be secured on the stern deck (AD) in the stern area (AA). The free space may be the space between the cargo area (CA) and the engine casing 40, in which the cargo handling compartment 41 is disposed.

When the cabin 20 is placed at the stern, the cargo handling room 41 must be placed on the trunk deck (TD) of the cargo area (CA). However, the present invention improves the arrangement and shape of the cabin 20 while improving the cargo handling room (41). 41) is moved and placed in the stern area (AA) rather than the cargo area (CA). Therefore, as described above, the hexahedral structure with a certain height is omitted on the exposed deck (ED) in the cargo area (CA), making management of the cargo area (CA) very easy.

The cargo handling room 41 may be arranged to be spaced forward from the stern deck (AD) relative to the engine casing 40. Through this, the engine room 42 below the aft deck (AD) faces the part of the aft deck (AD) exposed to the outside. At this time, the portion between the engine casing 40 and the cargo handling room 41 on the stern deck AD is exposed to the outside and an engine room hatch 44 may be provided. The engine room hatch 44 is configured to open the engine room 42, and is opened when maintenance of the engine room 42 is required.

Unloading equipment (not shown) or a crane, as previously described in the bow area (FA), may be installed in the engine casing 40 or the cargo handling room 41. When replacement of equipment provided in the engine room 42 is required, the engine room hatch 44 is opened and a crane provided in the engine casing 40, etc. can pull out the equipment requiring replacement.

The cargo handling room 41 can accommodate the compressor and motor in separate spaces. That is, the cargo handling room 41 includes a compressor room 411 containing a compressor and a motor room 412 containing a motor. The compressor room 411 and the motor room 412 may be arranged adjacent to each other but may be separated by a partition, and since the compressor must be driven by a motor, the motor shaft may be provided to pass through the partition.

The compressor room 411 is a space where explosive liquefied gas flows in or out of the compressor, so it can be defined as a dangerous zone, and the motor room 412 is a space separated from the liquefied gas by a partition, so it can be defined as a safety zone ( Safety zone). The compressor room 411 and the motor room 412 may be arranged adjacent to each other in the left and right directions, but the arrangement of the compressor room 411 and the motor room 412 may be determined in various ways.

The compressor room 411 and the motor room 412 may have the same height. That is, the upper surface of the cargo handling room 41 may be formed as a single, parallel plane. At this time, the upper surface of the cargo handling room 41 may be parallel to the exposed deck (ED) of the cargo area (CA).

The aft deck (AD) where the cargo handling room 41 is provided may have the same height as the upper deck (UD) among the exposed decks (ED) of the cargo area (CA). That is, the aft deck (AD) may have a relatively lower height than the trunk deck (TD) among the exposed decks (ED) of the cargo area (CA), and conversely, the lower deck ( LD) and the bow area (FA) are located relatively higher than the bow deck (FD).

The cargo handling room 41 installed on the aft deck (AD) may have a height corresponding to the height between the upper deck (UD) and the trunk deck (TD) in the exposed deck (ED) of the cargo area (CA). Therefore, the lower surface of the cargo handling room 41 may be provided in parallel with the upper deck (UD), and the upper surface of the cargo handling room 41 may be provided in parallel with the trunk deck (TD). In other words, the cargo handling room 41 has a height corresponding to the height difference between the aft deck (AD) and the exposed deck (ED) (trunk deck (TD)) of the cargo area (CA).

In this case, the compressor room 411 and the motor room 412 may each have a height corresponding to the height difference between the stern deck (AD) and the trunk deck (TD). However, the cargo handling room 41 may have a cofferdam 413 added to the bottom, the stern deck (AD), to isolate it from the engine room 42, and both the compressor room 411 and the motor room 412 are cofferdams. (not shown) may be laminated on top. Therefore, the compressor room 411 and the motor room 412 are separated from the engine room 42 through a cofferdam (not shown) provided on the stern deck (AD), and the height of the stern deck (AD) and trunk deck (TD) It can be prepared to have a height that limits the height of the cofferdam (not shown).

The upper surface of the cargo handling room 41 may be arranged in parallel with the exposed deck (ED) of the cargo area (CA) and directly connected to the exposed deck (ED). That is, unlike the cabin 20 in the bow area (FA), the cargo handling room 41 does not leave a gap with the exposed deck (ED). In the case of the cabin 20, as the sleeping space is arranged rearward from the lower part of the cabin 20 among the living rooms 22 provided in the lower part of the cabin 20, the cabin 20 and the exposed deck (ED) are provided for lighting. There is a gap before and after. However, since there is no need for lighting in the cargo handling room 41, the cargo handling room 41 may be directly connected to the trunk deck (TD) and may not form a gap with the cargo area (CA).

In this case, in order to prevent vibration caused by compressors or motors provided in the cargo handling room 41 from being transmitted to the cargo area (CA), a member to attenuate vibration is provided between the cargo handling room 41 and the exposed deck (ED). It can be. Alternatively, the transmission of vibration from the cargo handling room 41 to the cargo area (CA) can be suppressed structurally through the thickness, material, shape, or structure of the member.

If the upper surface of the cargo handling room 41 forms the same plane as the exposed deck (ED) and is integrated with the exposed deck (ED), the upper surface of the cargo handling room 41 can also be used as a work space for handling cargo. In other words, the space where workers work for cargo handling in the hull may be made up of the trunk deck (TD) among the exposed decks (ED) of the cargo area (CA). In the cargo handling room 41, the trunk deck (TD) is located at the rear. A prolonged effect can be achieved. Therefore, workers can also utilize the upper surface of the cargo handling room 41 as a space for cargo handling work, and for example, a warehouse for cargo processing can be provided on the upper surface of the cargo handling room 41.

For reference, the compressor room 411 in the cargo handling room 41 is defined as a hazardous area with a risk of explosion. In the cargo area (CA), the exposed deck (ED) has a liquefaction system for transporting cargo through the manifold (12). Since the gas line extends in the front and rear direction and the vent mast 11, etc. are provided, an area of a certain height upward from the exposed deck (ED) can be defined as a risk area. Therefore, the compressor room 411 of the cargo handling room 41 can be placed without separate isolation from the upper space of the exposed deck (ED).

Alternatively, since there may be a difference between the risk level of the compressor room 411 and the risk level of the upper space of the exposure deck (ED), in order to protect the upper part of the exposure deck (ED) from the compressor room 411, the compressor room A cofferdam (not shown), etc. may be applied to the upper surface of (411). That is, structures or materials to protect workers may be added to the upper surface of the cargo handling room 41. Therefore, the upper surface of the cargo handling room 41 can be used as a structure with an extended exposed deck (ED) without increasing additional risk factors.

A hatch (not shown) may be provided on the upper surface of the cargo handling room 41 for drawing in or out a compressor or motor. For example, at least one hatch may be provided on the upper surface of the motor room 412 for replacement of the motor.

The upper surface of the cargo handling room 41 forms a plane parallel to the trunk deck (TD) of the exposed deck (ED). In particular, in order to achieve the effect of expanding the trunk deck (TD), the left and right widths of the cargo handling room 41 are the trunk deck ( It may be a size corresponding to the left and right width of TD). However, the left and right width of the cargo handling room 41 including the compressor room 411 and the motor room 412 may be smaller than the left and right width of the trunk deck (TD).

In the stern area (AA), a fire extinguishing agent room (not shown) may be provided outside the hull to store fire extinguishing agents for fire extinguishing the engine room 42, etc., and the fire extinguishing agent room (not shown) is not in the engine casing 40. , may be placed elsewhere. For example, a fire extinguishing agent room (not shown) may be provided on one side of the cargo handling room 41 in the left and right directions.

The cabin 20 in the bow area (FA) has a living room 22 located below the exposed deck (ED) (trunk deck (TD)), and the part protruding upward from the exposed deck (ED) (wheelhouse) The height of (21)) is not large. In addition, the height of the engine casing 40 in the stern area (AA) is reduced as the combustion equipment 401 is provided on one side away from the stack.

Therefore, when looking at the regasification facility (1) as a whole, the cabin (20) protrudes only as high as the wheelhouse (21) in the bow area (FA) based on the exposed deck (ED) of the cargo area (CA), and the exposed deck There are (almost) no additional structures on (ED) other than the essential components such as manifold (12) or vent mast (11), and in the stern area (AA), the cargo handling compartment (41) does not protrude further than the exposed deck (ED). No. Additionally, the height of the engine casing 40 in the aft area (AA) is also minimized. Through this, the regasification facility (1) can reduce and flatten the upward protrusion heights of the structures provided on the deck of the hull, thereby significantly reducing air resistance that occurs during operation of the regasification facility (1).

In addition, workers responsible for various tasks within the regasification facility 1 move forward and backward along the length of the hull when moving between the cabin 20 in the bow area (FA) and the engine casing 40 in the stern area (AA). In addition, movement in the height direction can be minimized. That is, the worker's movement path is formed in the front-back and left-right directions, and can be reduced in the height direction. In this case, equipment (elevators, etc.) that consumes power to move workers up and down within the regasification facility (1) can be minimized or omitted, thereby reducing the power load within the ship and the cost for maintenance and repair of the relevant equipment. Manpower and costs can be significantly reduced.

In addition, the above regasification facility (1) can improve the escape route so that workers located on the engine casing (40) or exposed deck (ED) can escape quickly when an accident occurs in the regasification facility (1). there is. For example, since the exposed deck (ED) (trunk deck (TD)) and the steering deck (21a) of the cabin 20 are arranged side by side, workers working on the exposed deck (ED) can escape from the exposed deck (ED). ) You can easily escape through the escape equipment by moving to the steering deck (21a) parallel to the ship.

The engine casing 40 and the cargo handling room 41 may be provided on the stern deck (AD) and spaced forward and backward to provide the engine room hatch 44. However, for the movement of workers between the cargo handling room 41 and the engine casing 40, a portion of the engine casing 40 and the upper surface of the cargo handling room 41 may be connected to each other through a separate passage structure.

The engine casing 40 is provided in a staircase structure with a low end and a high end, and the low end of the engine casing 40 may be provided on the same plane as the upper surface of the cargo handling compartment 41. Alternatively, the high end of the engine casing 40 may be slightly higher than the upper surface of the cargo handling room 41, but there may not be a significant difference up and down.

Therefore, a passage structure may be provided vertically between the cargo handling room 41 and the lower stage of the engine casing 40 without steps. This allows workers to easily move from the cargo handling room 41 to the lower level of the engine casing 40. In particular, the engine casing 40 can be equipped with escape equipment on both sides as mentioned in the cabin 20, so workers in the cargo handling room 41 can escape after going over to the engine casing 40 when necessary.

In addition, since cranes, etc. can be provided on both sides of the engine casing 40, workers can easily move between the cargo handling room 41 and the engine casing 40 to perform maintenance on the crane.

Below, the lower part of the aft deck (AD) in the aft area (AA), that is, the interior of the hull, will be described. An engine room 42 is provided inside the hull in the stern area (AA). The engine room 42 is equipped with a propulsion engine 421 to drive the regasification facility 1 and a power generation engine 422 to cover the power demand within the regasification facility 1.

Additionally, a switchboard 423 may be provided in the engine room 42 to transmit power generated from the power generation engine 422, etc. to a demand source. The switchboard 423 controls the transmission of generated power. Additionally, a transformer (not shown) may be provided adjacent to the switchboard 423, and the transformer may change the voltage of the generated power to the specifications required by the consumer. At this time, the switchboard 423 and the transformer can be accommodated in one room.

The engine room 42 may be provided with a configuration for supplying fuel to the propulsion engine 421 and the power generation engine 422. A component that supplies fuel into the engine room 42 may be a fuel line. If the fuel is cargo (liquefied gas), the fuel changes in the cargo processing room 41 to the temperature and pressure required by the propulsion engine 421, etc. Afterwards, a fuel line is provided from the cargo handling room 41 to the engine room 42, and fuel is delivered from the cargo handling room 41 to the propulsion engine 421 in the engine room 42.

In the engine room 42, a fuel line is provided to supply fuel to the propulsion engine 421 and the power generation engine 422, and in case the propulsion engine 421 uses two types of fuel, Fuel lines delivering different types of fuel may be provided.

In addition, the engine room 42 may further include a discharge line for discharging excess fuel that has not been supplied to the propulsion engine 421, and the discharge line discharges fuel to the vent mast 11 provided in the cargo area (CA). can be transmitted. Alternatively, the discharge line may be connected to the combustion equipment 401 of the engine casing 40.

The fuel line provided in the engine room 42 may be branched and connected to the combustion equipment 401 of the engine casing 40. That is, the fuel line extending from the cargo handling room 41 to the engine room 42 branches off to the combustion equipment 401 upstream of the propulsion engine 421, thereby distributing fuel to the combustion equipment 401. The fuel line extending from the waste disposal room 41 may be distributed to the propulsion engine 421, the power generation engine 422, the combustion equipment 401, etc. through the gas valve unit.

Additionally, an exhaust line may be provided in the engine room 42 in addition to a fuel line and an exhaust line. The exhaust line is a pipe provided to discharge exhaust generated during operation of the propulsion engine 421 or the power generation engine 422 to the outside. The exhaust may be delivered to the stack 402 or exhaust treatment equipment (not shown).

The exhaust line may extend from each of the propulsion engine 421 and the power generation engine 422 and be connected to the engine casing 40. At this time, the stack 402 of the engine casing 40 may be provided in the central portion of the engine casing 40 in the left and right directions, and the propulsion engine 421 may be provided in the central portion of the engine room 42 in the left and right directions. Accordingly, the exhaust line extending from the propulsion engine 421, etc. to the stack 402 may have a minimized portion extending in the left and right directions and mainly extend in the vertical direction.

This arrangement is for the case where there is one propulsion engine (421), and in the case of a twin-axle ship with two or more propulsion engines (421), one propulsion engine (421) can be placed on the left and right sides of the engine room (42). there is.

Within the engine room 42, the propulsion engine 421 may be provided at the lower part. A shaft is connected to the propulsion engine 421, and the shaft may be connected to propulsion equipment provided at the rear in the stern area (AA). Additionally, the power generation engine 422 may be provided above the propulsion engine 421, and the power generation engine 422 may be spaced upward relative to the propulsion engine 421. An engine deck (not shown) may be provided on the upper part of the engine room 42 to support the power generation engine 422, and the engine deck (not shown) may be provided on the upper part of the propulsion engine 421 to support the power generation engine 422 and The space between the propulsion engines 421 can be secured.

The engine deck (not shown) may be a horizontal bulkhead provided in the front-to-back direction within the engine room 42. That is, the engine deck (not shown) may be configured to divide the inside of the engine room 42 upwards and downwards, and a power generation engine 422 is provided above the engine deck (not shown) and below the engine deck (not shown). A propulsion engine 421 may be provided.

In the conventional case, the propulsion engine 421 and the power generation engine 422 in the engine room 42 may be provided at positions offset in the front-back direction. Therefore, the minimum front-to-back length of the engine room 42 may be limited by the sum of the installation lengths of the propulsion engine 421 and the power generation engine 422. In addition, in the conventional case, the engine casing 40 and the cabin 20 are provided in the upper part of the engine room 42, so the front-to-back length of the engine room 42 must have a relatively sufficient size.

On the other hand, in the present invention, the cabin 20 is moved and placed in the bow area (FA) rather than the stern, and the engine casing 40 and the cargo handling room 41 are placed in the stern area (AA). Since the cargo handling room 41 requires a smaller area compared to the cabin 20, the front-to-back length of the cargo handling room 41 is significantly reduced compared to the cabin 20.

Therefore, the stern deck (AD), where the engine casing 40 and the cargo handling room 41 are provided, has a margin to reduce the front-to-back length compared to the case where the cabin 20 is placed in the stern area (AA). . However, even if this is the case, if the propulsion engine 421 and the power generation engine 422 are arranged offset front and back in the engine room 42, the front-to-back length of the engine room 42 cannot be reduced.

However, in the present invention, the power generation engine 422 can be arranged to overlap the propulsion engine 421 in the vertical direction within the engine room 42. That is, the engine deck (not shown) provided in the engine room 42 is provided directly above the propulsion engine 421 and supports the power generation engine 422, and the portion between the front and rear ends of the power generation engine 422 is propelled. It may be provided to overlap in the vertical direction between the front and rear ends of the engine 421.

The engine room 42 of the present invention may be disposed above the propulsion engine 421 instead of the power generation engine 422 being disposed in front or behind the propulsion engine 421. In this case, the front-to-back length of the engine room 42 only needs to secure the front-to-back installation length of the propulsion engine 421, making it possible to reduce the front-to-back length of the engine room 42.

Therefore, in the aft area (AA), there is no living space or steering space in the upper part of the aft deck (AD), and furthermore, the power generation engine 422 is located directly above the propulsion engine 421 in the engine room 42. As it is arranged, the front-to-back length of the engine room 42 itself can be greatly reduced compared to the prior art.

That is, the engine room 42 of the present invention is not affected by the front-to-back length for installation of the power generation engine 422. The engine room 42 may be composed of only the front-to-back length necessary for the arrangement of the engine casing 40, the cargo handling room 41, and the engine room hatch 44 provided therebetween.

In this case, the power generation engine 422 may be arranged to be offset in the vertical direction from the engine room hatch 44 so as not to interfere with equipment transfer inside and outside the engine room 42 when the engine room hatch 44 is opened. That is, the power generation engine 422 does not overlap the lower part of the engine compartment hatch 44.

In the engine room 42, fuel lines, exhaust lines, etc. may be arranged in various ways in the upper part of the axis of the propulsion engine 421, that is, in the rear part of the power generation engine 422. Additionally, a fuel tank (not shown) that stores oil fuel may be disposed in the corresponding portion.

A generator (not shown) may be provided inside the hull in the bow area (FA). Accordingly, the power generation engine 422 may be minimized or omitted in the engine room 42. In this case, the front-to-back length of the engine room 42 may be reduced to the level necessary for mounting the propulsion engine 421.

Figure 6 is a side view of a regasification facility according to a second embodiment of the present invention.

Referring to FIG. 6, the regasification facility 1 according to the second embodiment of the present invention can regasify liquefied natural gas or ammonia as cargo.

The regasification plant 1 of this embodiment can be divided into a cargo area (CA), a bow area (FA) and an aft area (AA), where the exposed deck (ED) of the cargo area (CA) is connected to the upper deck (UD). can be responded to. That is, the trunk deck (TD) may not protrude in the cargo area (CA) of this embodiment, and the upper deck (UD) that separates the inside and outside of the hull throughout the cargo area (CA) is an exposed deck of the cargo area (CA). It may be (ED).

The cargo area (CA) may include a liquefied gas storage tank (LT) for storing liquefied petroleum gas, etc. A plurality of liquefied gas storage tanks (LT) may be provided at regular intervals in the front and rear directions inside the hull. At this time, the liquefied gas storage tank (LT) may be an independent type that is manufactured separately from the outside and then mounted inside the hull. Of course, the liquefied gas storage tank (LT) may be a membrane type formed by installing an insulating wall inside the hull.

When storing liquefied gas as cargo, the cargo area (CA) may be provided with a vent mast 11 as described in the previous embodiment. The vent mast 11 may be provided on the upper deck (UD) according to the number of liquefied gas storage tanks (LT). Additionally, a manifold (not shown) is provided in the cargo area (CA) to handle loading and unloading of cargo.

A cargo handling room 41 may be provided in the aft area (AA). The cargo handling room 41 includes a compressor room 411 containing a compressor and a motor room 412 containing a motor.

The regasification facility (1) may further be provided with a vaporization unit (43) in the stern area (AA). The regasification function can be implemented by placing the vaporization unit 43, which consists of a regasification facility, on the flat stern deck (AD). Of course, the vaporization unit 43 can be accommodated in the cargo handling chamber 41, and the vaporization portion 43 and the compressor chamber 411 can be arranged adjacent to each other. The regasification efficiency of the regasification facility can be increased by arranging the vaporization unit 43 and the compressor chamber 411 adjacent to each other.

The vaporization unit 43 is provided in a container or the like and can be moved to the outside of the regasification facility 1. The vaporization unit 43 can be moved to another cargo carrier and allow the carrier to perform a regasification function.

The vaporization unit 43 and the compressor chamber 411 may be composed of one integrated module. In this case, the volume of the vaporizer 43 and the compressor room 411 is reduced, allowing them to be further spaced apart from the cabin 20, thereby further ensuring the safety of workers.

The vaporizer 43 may be placed in the bow area (FA), where the cabin 20 may be placed in the aft area (AA). In this case, the vaporization unit 43 may be placed on the bow deck (FD), which has a lower height compared to the exposed deck (ED). Accordingly, the height of the bow of the regasification facility (1) can be lowered, and thus the air resistance applied to the regasification facility (1) can be reduced.

Like the vaporization unit 43, the cargo handling compartment 41 may be placed in the bow area (FA). The cargo handling room 41 and the vaporization unit 43 are spaces where explosive liquefied gas flows in and out, so they can be defined as a hazardous area. Therefore, for the safety of workers (sailors), the cabin 20, the cargo handling room 41, and the vaporizer 43 need to be installed spaced apart from each other. Therefore, in this case, the cabin 20 can be placed in the stern area (AA). Since the cargo handling room 41 can be placed on the bow deck (FD), which has a lower height compared to the exposed deck (ED), air resistance applied to the regasification facility (1) can be reduced.

When the cargo handling room 41 and the like are arranged in the bow area (FA) and the cabin 20 is arranged in the stern area (AA), the stern area (AA) can be separated from and combined with the cargo area (CA). That is, the stern area (AA) and the cargo area (CA) may have a structure that can be combined with each other. The stern area (AA) can be separated from the cargo area (CA), and in this case, the stern area (AA) is equipped with a propulsion engine 421, etc., so that the stern area (AA) can move independently.

When the regasification facility (1) is anchored, the bow area (FA) equipped with the cargo handling room (41) and the cargo area (CA) where the cargo is stored can handle cargo while berthed, and at this time, the stern area (AA) ) does not have to stay in port. Therefore, as the stern area (AA) is a single transport ship, transport efficiency can be maximized by dramatically reducing the mooring time of the transport ship.

The operation of the regasification facility (1), such as cargo handling, is performed by workers deployed on land, and accordingly, the workers can be located at a distance from the regasification facility (1). Therefore, safety accidents that may occur during cargo handling can be reduced.

Meanwhile, the bow area (FA) is provided in front of the cargo area (CA), and the bow deck (FD) is provided to divide the inside and outside of the hull. A cabin 20 is provided on the upper part of the bow deck (FD). The cabin 20 is supported by a support 23, and the support 23 is attached to the bulwark 28 surrounding the front of the bow deck (FD). connected.

The cabin 20 may include a living quarters 22 and a wheelhouse 21, and the cabin 20 is spaced upward from the bow deck (FD) to ensure mooring operations on the bow deck (FD). In other words, the bow deck (FD) is provided with mooring equipment 30, and the bow deck (FD) can form a sunken deck as it is lowered relative to the exposed deck (ED) of the cargo area (CA).

In this embodiment, the height between the bow deck (FD) compared to the exposed deck (ED) of the cargo area (CA) may correspond to the height required for installation of the mooring equipment (30). Therefore, in this embodiment, the lower surface of the cabin 20 supported by the support 23 may be provided at least at a height parallel to the exposed deck ED.

In this case, in order to resolve the fact that the compass deck 21b of the cabin 20 is excessively higher than the exposure deck (ED), the cabin 20 of this embodiment has at least a portion of the living quarters 22 on the bow deck (FD). It can be provided. That is, the floor of the living room 22 may be formed by the bow deck (FD), and the upper surface of the living room 22 may be parallel to the exposed deck (ED).

That is, the living room 22 included in the cabin 20 is provided on the upper part of the bow deck (FD) and at least part of it is placed lower than the exposed deck (ED). In this case, mooring equipment (30) is provided in front of the living room (22) provided directly on the bow deck (FD). That is, in this embodiment, the mooring equipment 30 can be placed on the bow deck FD, and a part of the living room 22 can be placed behind the mooring equipment 30. The cabin 20 is not spaced forward relative to the exposed deck (ED) and may be integrally connected to the exposed deck (ED).

The cabin 20 may have a curved shape that is convex forward when viewed in plan. In addition, the living room 22, which is the lower part of the cabin 20, has an inclination where the front end recedes from the bottom to the top when viewed from the side, and the wheelhouse 21, which is the upper part of the cabin 20, has the front end inclined towards the bottom when viewed from the side. It has an advancing slope from the top to the top. Therefore, the front end of the part supported by the support 23 in the cabin 20 forms a '<' shape.

In addition, the living room 22 provided in the lower part of the cabin 20 is partially supported by the support 23 and is spaced upward relative to the bow deck FD, thereby forming an installation space for the mooring equipment 30. The rest is provided to form the floor by the bow deck (FD) below the exposure deck (ED), so that lighting is provided through the front. Therefore, the living room 22 included in the cabin 20 may be arranged in an 'L' shape.

Alternatively, the entire living quarters (22) may be provided on the bow deck (FD), in which case the cabin (20) has the wheelhouse (21) at the top and the wheelhouse (21) at the bottom based on the horizontal plane supported by the support (23). It may be the main room (22). That is, the steering deck 21a, which forms the floor of the steering room 21 in the cabin 20, may be provided parallel to the exposed deck (ED) of the cargo area (CA). In this case, the support 23 can support the lower surface of the wheelhouse 21. In addition, the living room 22, which forms the lower part of the cabin 20, is provided below the exposure deck (ED) and the floor is defined by the bow deck (FD), and the front light is exposed to the outside to provide lighting through the front. . In this case, the living room 22 may be formed to have a relatively small front-to-back length compared to the wheelhouse 21.

The stern area (AA) is provided behind the cargo area (CA). The stern area (AA) is provided with an aft deck (AD) that divides the inside and outside of the hull, and an engine room 42 is formed inside the hull to accommodate the propulsion engine 421, etc.

Figure 7 is a partial side view of a regasification facility according to a third embodiment of the present invention.

Referring to FIG. 7, the regasification facility 1 according to the third embodiment of the present invention can secure more front and rear area of the cabin 20 compared to the previous second embodiment. For example, the cabin 20 has an extension 29, and the extension 29 expands the internal volume of the cabin 20, but is located in the cargo area (CA) rather than the bow area (FA).

In this embodiment, the cabin 20 has a lower living room 22 and an upper steering room 21, and the steering deck 21a may be provided above the exposed deck ED of the cargo area CA. . At this time, at least part of the cabin 20 is provided above the exposed deck (ED), and specifically, a part of the wheelhouse 21 is placed above the exposed deck (ED). In this embodiment, the exposed deck (ED) and the upper deck (UD) may be provided at the same height, and the present invention is not limited thereto.

The residence room 22 forming the lower part of the cabin 20 is supported by a support 23 and the floor may be provided parallel to the exposed deck (ED), and the living room 22 forming the lower part of the cabin 20 ), the floor can be defined by the bow deck (FD). Part of the living room 22 forming the lower part of the cabin 20 may be arranged in parallel with the exposed deck (ED), and the other part may have a floor defined by the bow deck (FD).

According to known international regulations (classification, IMO regulations, etc.), the cabin 20 cannot be mounted directly on top of the exposed deck (ED) in the cargo area (CA). Therefore, in this embodiment, the extension part 29 is located above the cargo area (CA) in the cabin 20, but is not directly mounted on the exposed deck (ED) of the cargo area (CA). It is possible to have a structure that does not exist.

For example, the cabin 20 has an upper wheelhouse 21 extending rearward. The steering deck 21a, which forms the bottom of the wheelhouse 21, is provided above the exposed deck ED of the cargo area CA, so even if the wheelhouse 21 extends rearward to form the extension portion 29, the steering deck 21a is provided above the exposed deck ED of the cargo area CA. Part 29 is not a structure mounted directly on the exposed deck (ED) of the cargo area (CA).

In this case, the steering deck (21a) is provided to extend from the bow area (FA) to the cargo area (CA), and the extension part 29 may be arranged with its lower surface spaced upward from the exposed deck (ED). In other words, this cabin 20 is not mounted above the cargo area (CA) according to the regulations, but only a part of the cabin 20 is placed above a certain height from the exposed deck (ED). It can satisfy international regulations. At this time, the certain height may be a value set in preparation for a situation where liquefied gas leaks from the exposure deck (ED).

Since additional space can be secured in the cabin 20 through the extension part 29, the height or number of floors of the cabin 20 can be lowered. However, the height of the cabin 20 at this time may be set above a certain height in consideration of the value set in preparation for a situation in which liquefied gas leaks from the exposure deck (ED).

In FIG. 7, the wheelhouse 21 is shown extending rearward, but the living room 22 may extend rearward to form an extension portion 29. In this case, both the wheelhouse 21 and the living room 22 can be extended rearward, and a pillar 291, which will be described later, is fixed to the lower surface of the living room 22, and the lower end can be fixed to the exposed deck (ED), etc. there is.

If the extension part 29 protrudes rearward by a certain length from the top of the cabin 20, support for the extension part 29 may be necessary. Therefore, the pillar 291 can be used in the extension part 29. The pillar 291 supports the extension part 29 so that the lower surface of the extension part 29 is spaced above the exposed deck ED by a certain height.

The upper end of the pillar 291 may be fixed to the lower surface of the extension part 29 and the lower end may be fixed to the exposed deck (ED). In this case, the pillar 291 may be provided vertically. Alternatively, the upper end of the pillar 291 may be fixed to the lower surface of the extension part 29, and the lower end may be fixed to the rear of the living room 22 in the cabin 20. In this case, the pillar 291 is provided at an angle, and the lower surface of the extension part 29 and the rear of the pillar 291 and the living room 22 may form a right triangle shape when viewed from the side. In addition, the upper end of the pillar 291 is fixed to the lower surface of the extension part 29 and the lower end is fixed to a part of the hull other than the exposed deck (ED) to support the extension part 29.

In this way, when the extension 29 is added to the cabin 20, the extension 29 is located at a certain height above the exposed deck (ED), although it is located within the cargo area (CA), so that safety can be guaranteed. . In addition, in this embodiment, as the internal volume of the cabin 20 is secured using the extension part 29, the flat cross-section of the cabin 20 is reduced or the height of the compass deck 21b is reduced, so that the cabin 20 Air resistance can be reduced.

Figure 8 is a partial plan view of a regasification facility according to a fourth embodiment of the present invention.

Referring to FIG. 8, the regasification facility 1 according to the fourth embodiment of the present invention may provide a cargo handling room 41 in the stern area (AA). The cargo handling room 41 may be arranged to be spaced forward from the stern deck (AD) relative to the engine casing 40. Through this, the engine room 42 below the aft deck (AD) faces the part of the aft deck (AD) exposed to the outside. At this time, the portion between the engine casing 40 and the cargo handling room 41 on the stern deck AD is exposed to the outside and an engine room hatch 44 may be provided. The engine room hatch 44 is configured to open the engine room 42, and is opened when maintenance of the engine room 42 is required.

The regasification facility (1) includes a vaporization unit (43) capable of vaporizing liquid cargo stored in the cargo area (CA), a cargo delivery unit that can deliver the cargo vaporized in the vaporization unit (43) to the outside, and a regasification unit. The facility 1 may include a compressor room 411 that can compress gaseous cargo generated in the cargo area (CA) and deliver it to the outside of the hull.

The vaporization unit 43 and the compressor room 411 may be included in the cargo handling room 41. At least one compressor may be accommodated in the compressor room 411. The gaseous cargo compressed in the compressor may be delivered downstream of the vaporization unit 43. The cargo transfer unit may include a pipeline connected from the cargo area to the vaporization unit 43 and a manifold connecting the pipeline to the outside.

A control room 45 may be provided on the side of the engine room hatch 44. The control room 45 may be a cargo control room (CCR) or a central control room, and workers in the control room 45 may process cargo or supply fuel. For example, the control room 45 can manage the vaporization unit and the cargo delivery unit for cargo processing.

The control room 45 may be in a detachable or movable form. For example, the control room 45 may be a container type. The stern area (AA) includes an exposed deck (ED) that divides the inside and outside of the hull, and the control room 45 may be detachably provided on the exposed deck (ED) of the stern area (AA). Here, the aft deck (AD) may be the exposed deck (ED).

Although not shown in the drawing, the bow area (FA) and cargo area (CA) each include an exposed deck (ED) that divides the inside and outside of the hull, and the control room 45 is located in the bow area (FA) and cargo area. (CA) may be detachably provided on at least one exposed deck.

The control room 45 may be provided within the regasification facility 1, but when the regasification facility 1 is anchored in a port, the control room 45 may be moved from the regasification facility 1 to the outside, that is, on land. . When the control room 45 moves to land, workers in the control room 45 can remotely process cargo.

Additionally, the control room 45 may be provided on land and in the regasification facility 1, respectively. The control room 45 of the regasification facility 1 and the control room on land may be referred to as the first control room 451 and the second control room 452, respectively, and the first control room 451 and the second control room 452 are They can be connected to each other using cables, etc. Accordingly, the operator can control the equipment of the first control room 451 from the second control room 452. In other words, workers can handle cargo on land.

Accordingly, workers can handle cargo while moving away from the regasification facility 1, thereby reducing safety accidents that may occur to workers during the cargo processing process.

Figure 9 is a process diagram of the carbon dioxide treatment unit of the regasification facility according to the first embodiment of the present invention.

The regasification facility (1) may include a vaporization unit (43) capable of vaporizing liquid cargo stored in the cargo area (CA), and a cargo delivery unit that can deliver the cargo vaporized in the vaporization unit (43) to the outside. It may include a power generation engine 422 that provides energy used for regasification of cargo.

Referring to FIG. 9, the carbon dioxide treatment unit 50 receives and processes exhaust gas emitted from the regasification facility 1 and exhaust gas emitted from onshore facilities 61 that emit exhaust gas, such as power generation facilities on land. You can. Specifically, the carbon dioxide processing unit 50 can capture and store carbon dioxide in exhaust gas. The cargo processed in the regasification facility 1 is ammonia, and the onshore facility 61 may be a power plant that generates power using ammonia.

The carbon dioxide treatment unit 50 includes an absorption unit 51, a first pump 52, a heat exchanger 53, a second pump 54, an absorbent cooler 55, a stripping unit 56, a carbon dioxide condenser 57, It may include a carbon dioxide liquefaction unit 58 and a stripping heat exchanger 60.

The exhaust gas from the regasification facility (1) is delivered to the absorption unit (51) along the regasification facility line (L1), and the exhaust gas from the land facility (61) is delivered to the absorption unit (51) along the land line (L2). It can be delivered. The regasification facility (1) can capture carbon dioxide in the exhaust gas of the land facility (61).

The absorption unit 51 can separate and collect carbon dioxide from the exhaust gas. Exhaust gas and absorbent may be supplied to the absorber 51. For example, exhaust gas is combustion exhaust gas containing carbon dioxide. The absorbent is not particularly limited, and for example, amine-based, amino acid salt, inorganic salt solution, ammonia water, and ionic salt solution can be used alone or in combination.

In the absorber 51, the absorbent and the exhaust gas are in countercurrent contact. The absorbent can absorb carbon dioxide contained in exhaust gas to create a carbon dioxide saturated absorbent. Among the exhaust gases, unreacted gases such as nitrogen and oxygen that have not reacted with the absorbent are discharged through the upper part of the absorber (51) (Vent). The operating temperature of the absorbent portion 51 may vary depending on the type of absorbent. For example, the operating temperature of the absorbent portion 51 may be maintained in the range of 40°C to 60°C.

The saturated absorbent may be transported by the first pump 52 and preheated by the heat exchanger 53. Specifically, the heat exchanger 53 may preheat the saturated absorbent by heat exchanging the saturated absorbent delivered by the first pump 52 and the absorbent delivered from the stripper 56.

The saturated absorbent is preheated and injected into the upper part of the stripping unit 56 along the first stripping line (L31). The saturated absorbent injected into the stripper 56 may be heated by a heating device such as a reboiler provided in the stripper 56 while moving inside the stripper 56, and at this time, the heat energy supplied by the heating device may be used. As a result, carbon dioxide contained in the saturated absorbent is removed and the absorbent is regenerated.

Meanwhile, the upper part of the removal part 56 may be connected to the upper part of the absorbing part 51 through a discharge line (L5). The unreacted gas discharged from the upper part of the absorber 51 can be transferred to the stripper 56 through the discharge line L5, and the saturated absorbent is heated in the stripper 56 by the heat of the unreacted gas. The absorbent can be regenerated. The carbon dioxide separated in the stripping unit 56 is recovered to the absorption unit 51 through the discharge line (L5), is transferred to the carbon dioxide condenser 57, or is transferred to the heat exchanger 53 along the first stripping and recovery line (L41). It can be recovered. The regenerated absorbent may be supplied to the upper part of the absorbent unit 51 through the heat exchanger 53 and the absorbent cooler 55 through the second pump 54.

A portion of the saturated absorbent may be transferred to the stripping heat exchanger 60 along the second stripping line (L32). The stripping heat exchanger 60 can exchange heat between the exhaust gas delivered from the power generation engine 422 and/or the exhaust gas delivered from the land facility 61 and the saturated absorbent discharged from the absorber 51. The stripping heat exchanger 60 can regenerate the absorbent using exhaust gas waste heat from at least one of the power generation engine 422 and the land facility 61.

The regenerated absorbent may be supplied upstream of the second pump 54 along the second stripping and recovery line (L42). At this time, the mixed gas containing vapors such as carbon dioxide and water vapor separated in the stripping heat exchanger (60) can be supplied upstream of the condenser (57), and the exhaust gas cooled in the stripping heat exchanger (60) can be supplied to the onshore facility (61). ), or may be supplied upstream of the absorption unit 51. In FIG. 9 , the stripping heat exchanger 60 is shown as being provided in the carbon dioxide treatment unit 50 of the regasification facility 1, but the stripping heat exchanger 60 may be installed on land.

In the present invention, the stripping heat exchanger 60 can regenerate part of the absorbent using exhaust gas delivered from at least one of the power generation engine 422 and the land facility 61, thereby recovering the heat energy of the exhaust gas and performing the carbon dioxide capture process. It can be used as stripping energy.

Although not shown in the drawing, the stripping heat exchanger 60 may be provided downstream of the stripping unit 56, or the stripping heat exchanger 60 may be provided upstream of the stripping unit 56. That is, the stripping unit 56 and the stripping heat exchanger 60 can be connected in series, and the present invention is not limited to the order of the stripping unit 56 and the stripping heat exchanger 60. A device provided downstream of the stripping unit 56 and the stripping heat exchanger 60 may be connected to a carbon dioxide liquefaction unit 58, which will be described later.

Preferably, after the stripping heat exchanger 60 regenerates part of the absorbent using exhaust gas delivered from at least one of the power generation engine 422 and the land facility 61, the saturated absorbent is removed from the stripping unit 56. By heating, the absorbent is regenerated and the carbon dioxide can be delivered to the carbon dioxide liquefaction unit 58.

Although not shown in the drawing, the stripping unit 56, like the stripping heat exchanger 60, can regenerate part of the absorbent using exhaust gas delivered from at least one of the power generation engine 422 and the land facility 61. there is.

The present invention may include at least one of the stripping unit 56 and the stripping heat exchanger 60, and at least one of the stripping unit 56 and the stripping heat exchanger 60 included in the power generation engine 422 and land A portion of the absorbent can be regenerated using exhaust gas delivered from at least one of the facilities 61.

The mixed gas containing vapor such as carbon dioxide and water vapor in the stripper 56 may be separated into condensate and carbon dioxide while passing through the condenser 57. Carbon dioxide can be transferred to the carbon dioxide liquefaction unit 58, and the condensate can be treated and discharged to the outside or supplied to the stripping unit 56 or the stripping heat exchanger 60.

The carbon dioxide liquefaction unit 58 can liquefy the delivered carbon dioxide. The liquefied carbon dioxide can be delivered to the carbon dioxide delivery unit 59. The carbon dioxide delivery unit 59 may include a device for delivering carbon dioxide, etc. overboard, or may include a device for injecting carbon dioxide into the seabed or the ground. That is, the carbon dioxide delivery unit 59 may include at least one of devices such as a carbon dioxide storage tank, vaporizer, compressor, and pump. The regasification facility (1) uses the carbon dioxide delivery unit 59 to capture and deliver carbon dioxide to a carbon dioxide capture and utilization unit (CCU) or directly compress carbon dioxide and inject it into the seabed, etc. It can also be used as a storage unit (Carbon Capture and Storage unit, CCS). That is, the regasification facility 1 stores carbon dioxide and can inject it at high pressure into depleted subsea oil wells, gas wells, the seabed, or the like.

For example, exhaust gas from the onshore facility 61 may be supplied to a turbine generator (not shown) or a boiler (not shown) of the regasification facility 1. At this time, a turbine generator, etc. can generate electricity using the waste heat of the exhaust gas, and the power produced here can be transferred to the regasification facility (1) and used.

Figure 10 is a process diagram of the carbon dioxide treatment unit of the regasification facility according to the second embodiment of the present invention. Figure 11 is a process diagram of the carbon dioxide treatment unit of the regasification facility according to the third embodiment of the present invention.

Referring to FIG. 10, the carbon dioxide treatment unit 50 may be provided on land. That is, the absorption unit 51, the first pump 52, the heat exchanger 53, the second pump 54, the absorbent cooler 55, the stripping unit 56, the carbon dioxide condenser 57, and the carbon dioxide liquefaction unit ( 58) and the stripping heat exchanger 60 may be provided in the onshore facility 61, and the exhaust gas from at least one of the regasification facility 1 and the onshore facility 61 is transferred to the absorption unit 51 provided on land. The carbon dioxide liquefied in the carbon dioxide liquefaction unit 58 may be delivered to the carbon dioxide delivery unit 59 provided in the regasification facility (1). Therefore, the regasification facility 1 can store and transport carbon dioxide.

Referring to FIG. 11, the carbon dioxide treatment unit 50 may be installed offshore, such as in a BMPP (Barge Mounted Power Plant). That is, the absorption unit 51, the first pump 52, the heat exchanger 53, the second pump 54, the absorbent cooler 55, the stripping unit 56, the carbon dioxide condenser 57, and the carbon dioxide liquefaction unit ( 58) and the stripping heat exchanger 60 may be provided in the offshore facility 62, and the exhaust gas from at least one of the regasification facility 1, the onshore facility 61, and the offshore facility 62 is discharged from the offshore facility 62. ), and the carbon dioxide liquefied in the carbon dioxide liquefaction unit 58 provided in the offshore facility 62 will be delivered to the carbon dioxide delivery unit 59 provided in the regasification facility (1). You can. Therefore, the regasification facility 1 can store and transport carbon dioxide.

The offshore facility 62 is moored adjacent to the regasification facility 1 and can receive the liquefied gas stored in the regasification facility 1 from the regasification facility 1, and produce electricity using the liquefied gas. You can. The electricity produced at this time can be supplied to the cargo delivery section of the regasification facility 1 and used to unload liquefied gas, etc. from the cargo delivery section. The offshore facility 62 may be a floating power generation facility.

For example, the regasification facility (1) can supply cargo to at least one of the onshore facility (61) and the offshore facility (62), and the offshore facility (62) can produce electricity using the cargo, and the offshore facility ( 62) can receive exhaust gas from the land facility 61 and collect carbon dioxide contained in the exhaust gas.

Electricity produced in the offshore facility (62) can be supplied to the regasification facility (1), and the supplied electricity can be used to regasify cargo in the regasification facility (1) or to one of the onshore facilities (61) and the offshore facility (62). At least one can be used to unload the cargo.

The regasification facility (1) can unload cargo through a separately equipped unloading facility (Jetty), and the unloading facility is a device for storing liquefied gas, carbon dioxide, etc., and a device for delivering liquefied gas, carbon dioxide, etc. to the outside. It may include etc. The regasification facility (1) can unload cargo through the unloading facility, and delivers the cargo to the offshore facility (62) through the unloading facility, and the electricity produced in the offshore facility (62) is delivered to the unloading facility, It can be used for unloading cargo.

Above, the carbon dioxide treatment unit 50 according to an embodiment of the present invention has been described as being provided in at least one of the regasification facility 1, the onshore facility 61, and the offshore facility 52. However, the carbon dioxide treatment unit 50 is a carbon dioxide treatment unit 50. It can be installed in a carbon dioxide capture and storage (CCS) unit that receives the carbon dioxide and injects it into the seabed or underground.

That is, the absorption unit 51, the first pump 52, the heat exchanger 53, the second pump 54, the absorbent cooler 55, the stripping unit 56, the carbon dioxide condenser 57, and the carbon dioxide liquefaction unit ( 58) and the stripping heat exchanger 60 may be provided in the carbon dioxide capture and storage unit, and the exhaust gas of at least one of the regasification facility (1), the onshore facility (61) and the offshore facility (52) is carbon dioxide captured and stored. It is supplied to the absorption unit 51 provided in the unit, and the carbon dioxide liquefied in the carbon dioxide liquefaction unit 58 can be injected into the ground or the seabed.

Of course, the carbon dioxide treatment unit 50 is provided in at least one of the regasification facility 1, the onshore facility 61, and the offshore facility 52, and the carbon dioxide capture and storage unit is provided in the regasification facility 1 and the onshore facility 61. ) and the offshore facility 52 may receive liquefied carbon dioxide and inject the carbon dioxide into the ground or the seabed.

Figure 12 is a diagram schematically showing the engine room ventilation system of the regasification facility according to the first embodiment of the present invention.

Referring to FIG. 12, if fuel such as ammonia leaks, it may be harmful to workers in the engine room 42, so in order to separate the workers from the fuel leaked from the engine, a seal in which the engine is placed in the engine room 42 Part 424 may be provided separately from other spaces in the engine room 42.

A leak detection unit (GD) may be provided in the sealing unit 424, the blowing room 425, and the exhaust room 428, and the leak detection unit (GD) may be installed in the sealing unit 424, the blowing room 425, and the exhaust room. It is possible to detect whether there is a fuel leak in the room 428. The leak detection unit (GD) can transmit a fuel leak detection signal to the control unit 429,

The control unit 429 can open and close the fuel supply valve (FV), fire dampers 430, 431, and the entrance 432 according to the fuel leak detection signal, and the blower (not shown) and the blower in the blower room 425. Jinbu (not shown) can be controlled. The control unit 429 may be, for example, an integrated control system (429, ICMS: Integrated Control & Monitoring System).

In normal mode (when no fuel leaks), the control unit 429 can ensure that fuel is supplied to the engine 422 through the fuel line (L6). The fuel line (L6) may be composed of an inner tube and an outer tube, and fuel is supplied to the inner tube, and the outer tube may be filled with water or a solvent in which the fuel can be dissolved. A leak detection unit (GD) may be provided at one end of the outer pipe, and if fuel in the inner pipe leaks, the leak of fuel may be detected by the leak detection unit (GD) provided in the outer pipe.

For example, if the fuel is ammonia, the external pipe is filled with water, and if ammonia leaks, it may dissolve in the water in the external pipe. Accordingly, the leak detection unit (GD) can detect ammonia leak.

Therefore, ammonia leaks can be easily detected, and since water surrounds the inner tube, the fuel in the inner tube can be less affected by external temperature.

In addition, the propulsion engine 421 is cooled and heated jacket water can be supplied to the external pipe. By supplying jacket water to the outer tube, the ammonia in the inner tube can be heated to about 25 to 45°C. Therefore, the amount of fuel used to heat the ammonia supplied to the propulsion engine 421 can be reduced, and a separate heating device may not be provided to heat the ammonia.

Temperature sensors and control valves can be installed in the external pipe, and jacket water can be supplied to the external pipe by opening the control valve until the temperature of the water flowing along the external pipe reaches 45°C.

Outdoor air is delivered to the intake duct 426 by a blower (not shown) provided in the blowing room 425, and may be supplied to the sealing unit 424 through the intake duct 426. In normal mode, the control unit 429 can supply outside air to the sealing unit 424 by operating a blower (not shown). The outside air supplied to the seal 424 can be used in the engine 422, and at this time, the remaining air is delivered to the exhaust room 428 through the exhaust duct 427 and can be discharged to the outside from the exhaust room 428. there is.

An intake port D1 through which external air flows is formed at the upper end of the blowing room 425. In normal mode, the intake duct 426 can supply air entering the intake port D1 to the sealing part 424. The intake duct 426 forms a passage through which external air moves from the upper side to the lower side, and a blower (not shown) is installed below the intake port (D1) to force the outside air in normal times. It is made to descend. Conversely, in the leak detection mode (when fuel leaks), a blower (not shown) may discharge the air inside the seal 424 to the outside. That is, the blower (not shown) can change the direction of air flow depending on whether fuel is leaking within the sealing portion 424.

The exhaust port D2 through which the air of the sealed part 424 is discharged to the outside is provided at the upper end of the exhaust room 428, and the exhaust duct 427 forms a passage through which the air of the sealed part 424 is discharged to the outside. As a configuration, in normal mode, it forms a passage through which air in the seal 424 moves from the bottom to the top. In the leak detection mode, the air inside the seal 424 is discharged to the intake port D1 by a blower (not shown), and at this time, the air in the exhaust duct 427 can move from the upper side to the lower side.

When a fuel leak is confirmed by the leak detection unit (GD), the control unit 429 can switch the mode from the normal mode to the leak detection mode. The control unit 429 can stop the engine 422 and close the fuel supply valve (FV) to block the supply of fuel to the engine 422.

In addition, the control unit 429 can simultaneously close the intake fire damper 430 and the exhaust fire damper 431 and simultaneously close the entrance 432 through which workers can move to seal the sealing portion 424. Above, the fuel supply valve (FV), fire dampers (430, 431), and entrance (432) are described as being opened and closed by the control unit (429), but the fuel supply valve (FV), fire dampers (430, 431), and entrance ( 432), of course, can be opened and closed manually by the worker in an emergency.

The purging unit (not shown) can supply non-explosive purging gas to the engine 422 and the sealing unit 424, and the fuel remaining inside the engine 422 is purged together with the purging gas to form the engine 422. and can be removed from the sealing portion 424, etc. Thereafter, the change in fuel concentration inside the seal 424 can be confirmed by the leak detection unit (GD).

If the concentration of fuel within the seal 424 does not increase, the control unit 429 may start exhausting fuel out of the seal 424. That is, the control unit 429 opens the fire dampers 430 and 431 when the fuel concentration does not increase. When the fire dampers 430 and 431 are opened, the control unit 429 can operate a blower (not shown) and discharge the remaining fuel inside the sealing unit 424 to the outside. At this time, although not shown in the drawing, a processing device for removing fuel may be provided at the intake port D1 or the exhaust port D2 so that the fuel can be safely processed.

The control unit 429 may switch the mode from the leak detection mode to the normal mode when the fuel is discharged to the outside and the concentration of the remaining fuel in the sealing unit 424 is lowered below a preset value.

In normal mode, the control unit 429 operates a blower (not shown) to supply outside air to the sealing unit 424 through the intake port D1.

Additionally, in normal mode, the control unit 429 can supply fuel to the engine 422 by opening the fuel supply valve (FV). At this time, fuel different from the leaked fuel may be supplied to the engine 422. For example, if the engine 422 is a dual fuel engine capable of operating in gas mode and fuel mode and gaseous fuel (ammonia) leaks, gaseous fuel is not supplied to the engine 422 and fuel oil is supplied to the engine ( 422).

In normal mode, when fuel is discharged to the outside and the concentration of remaining fuel in the sealing part 424 is lowered below a preset value, the control unit 429 may open the entrance 432 to allow workers to enter and exit.

Although the engine is shown above as a power generation engine 422, the present invention is not limited thereto.

Figure 13 is a diagram schematically showing the engine room ventilation system of the regasification facility according to the second embodiment of the present invention.

Referring to FIG. 13, an airlock area 433 may be formed in the sealing portion 424. The airlock area 433 serves as a space where workers can escape when fuel leaks from the sealed portion 424.

The airlock area 433 may be provided with an entrance 432 connected to the outside of the seal 424 and a seal 434 connected to the inside of the seal 424. The entrance 432 and the seal 434 may include a closing damper (self-closing damper) so that they can be maintained in a closed state.

The airlock area 433 may be connected to an outside air supply line (L7) and an outside air discharge line (L8). The outside air supply line (L7) is a line through which outside air is supplied to the airlock area 433, and the outside air discharge line (L8) is a line through which outside air from the airlock area 433 is discharged.

The outside air supply line (L7) may be equipped with a solenoid valve (SV) and a manual valve (MV). The manual valve (MV) is a valve that can be manually operated by an operator, and the solenoid valve (SV) can be controlled to open and close by receiving a control signal from the control unit 429.

The solenoid valve (SV) is used as an example of a valve that can be controlled remotely, and the manual valve (MV) is used as an example of a valve that can be controlled manually. However, the present invention uses a solenoid valve (SV) and a manual valve (MV). It is not limited by the type of valve, nor is it limited by whether the valve is remotely controlled, nor is it limited by whether both a manual valve (MV) and a solenoid valve (SV) are used.

In normal mode, the solenoid valve (SV) remains closed and the manual valve (MV) remains open. When a fuel leak is confirmed by the leak detection unit (GD), the control unit 429 switches the mode from the normal mode to the leak detection mode, the control unit 429 opens the solenoid valve (SV), and the outside air supply line Outside air can be supplied to the airlock area (433) through (L7).

The air discharged from the airlock area 433 may be connected to the exhaust duct 427 and discharged to the outside along the exhaust duct 427. Afterwards, when the concentration of fuel does not increase, the fire dampers (430, 431) are opened, the blower (not shown) is operated, and the air discharged from the airlock area (433) flows to the outside along the intake duct (426). can be discharged as

After the worker in the airlock area 433 escapes to the outside, the manual valve (MV) can be closed so that the air in the airlock area 433 can be maintained, and the control unit 429 remains in the sealing part 424. When the fuel concentration falls below the preset value, the solenoid valve (SV) can be closed. Of course, either the solenoid valve (SV) or the manual valve (MV) may be omitted, and in the case of a single valve, the valve may be closed when the concentration of remaining fuel in the sealing portion 424 falls below the preset value. there is.

Figure 14 is a partial plan view of a regasification facility according to a fifth embodiment of the present invention.

Referring to FIG. 14, the regasification facility 1 may include a compressor room 411, a boosting pump 435, a vaporization unit 436, and a fire extinguishing unit 438.

The boosting pump 435 can pressurize the cargo corresponding to the pressure condition required by the vaporization unit 436. A vaporization unit 436 that heats the cargo may be provided at the rear end of the boosting pump 435. The vaporization unit 436 can vaporize the pressurized cargo through the boosting pump 435. The vaporization unit 436 is provided as a heat exchange device and can heat or vaporize the pressurized fuel by exchanging heat with a high temperature heat source. Since the boosting pump 435 and the vaporization unit 436 are devices through which fuel flows in or out, the area around the boosting pump 435 and the vaporization unit 436 may be a hazardous area.

The compressor room 411 is a space where a compressor is installed, and the compressor can compress the cargo vaporized in the vaporization unit 436 and deliver it to the outside. The compressor room 411 where the compressor is provided may be a dangerous zone because it is a space where explosive liquefied gas flows in or out.

Although not shown in the drawing, the compressor may not be provided inside the compressor room 411 but may be provided independently. In this specification, the compressor room 411 may be used in the same sense as the compressor.

A dome 437 may be formed on the upper surface of the cargo storage space 10 to allow cargo to flow in or out. Likewise, the area around the dome 437 may also be a risk area.

The fire extinguishing unit 438 is a device that sprays fire extinguishing agent. If a fire occurs in the regasification facility 1, the fire extinguishing unit 438 can spray fire extinguishing agent to the area or device where the fire occurred. The system applied to the fire extinguishing unit 438 may be different depending on the location within the regasification facility. For example, the fire extinguishing unit 438 may use a dry powder system in the cargo area (CA), a CO ₂ system in the engine room, and a fire hydrant in other areas.

Since the cargo stored in the cargo storage space (10) is often an explosive gas, if a fire occurs in the surrounding area (cabin, engine room, etc.) of the cargo storage space (10), heat is transferred to the cargo storage space (10). Since a large-scale fire may occur, the fire extinguishing unit 438 can suppress the fire at the point where the fire occurred in the regasification facility 1 and prevent heat from being transferred to the cargo storage space 10.

The regasification facility 1 according to the fifth embodiment of the present invention can absorb ammonia using the fire extinguishing unit 438. Specifically, the fire extinguishing unit 438 is a device that sprays seawater and water as fire extinguishing agents, and may be provided around the compressor room 411, boosting pump 435, vaporization unit 436, and dome 437. , Compressor room (411), boosting pump (435), vaporization section (436), and vaporization section (436) in preparation for leakage of ammonia as cargo. And it is provided to spray water and seawater on the dome 437. When leakage of ammonia is detected in the compressor room 411, the boosting pump 435, the vaporization section 436, and the dome 437, the fire extinguishing section 438 is connected to the compressor room 411, the boosting pump 435, and the vaporization section. Water is sprayed into (436) and the dome (437), and the ammonia water generated at this time can be collected in a separately provided collection unit.

The fire extinguishing unit 438 may be a fire suppression spray device for extinguishing a fire occurring in the regasification facility 1, but the present invention is not limited thereto.

The present invention sprays seawater to an area where cargo can flow in and out, and a fire extinguishing unit 438 may be provided around the area where cargo can flow in and out. However, the present invention is not limited by the device or area described above in the area where seawater is sprayed.

Although the fire extinguishing unit 438 is described above as spraying water and seawater, the fire extinguishing unit 438 can spray a separate absorbent, etc. if it can absorb cargo. The present invention provides the fire extinguishing unit 438 with It is not limited by the material being sprayed.

Although the present invention has been described as being applied to the regasification facility (1), it can be applied to an ammonia carrier transporting ammonia, an LPG carrier transporting LPG, an ammonia transporting ammonia or LPG, and an LPG dual carrier transport.

Figure 15 is a conceptual diagram of a fuel supply unit of a regasification facility according to an embodiment of the present invention.

Referring to FIG. 15, the fuel supply unit 500 according to an embodiment of the present invention can supply fuel from the liquefied gas storage tank (LT) to a demand source such as the propulsion engine 421 or the power generation engine 422.

The fuel supply unit 500 may include a liquefied gas storage tank (LT), a fuel pump 510, a fuel heat exchanger 520, a filter unit 530, and a high pressure pump 540.

The liquefied gas storage tank (LT) stores liquefied gas. Liquefied gas can be used as a fuel consumed by consumers such as the propulsion engine 421. At this time, the propulsion engine 421 may be an ammonia-only propulsion engine or an ammonia co-firing engine.

The fuel pump 510 is responsible for withdrawing fuel stored in the liquefied gas storage tank (LT) to the outside, and may be provided as a fixed capacity type or variable capacity type (VFD). The fuel pump 510 may be placed downstream of the liquefied gas storage tank (LT), and, unlike the drawing, may also be placed within the liquefied gas storage tank (LT).

The fuel heat exchanger 520 controls the temperature of the fuel. The fuel heat exchanger 520 may be provided upstream of the high pressure pump 540, that is, between the fuel pump 510 and the high pressure pump 540. Alternatively, the fuel heat exchanger 520 may be provided downstream of the high pressure pump 540, and may be provided upstream and downstream of the high pressure pump 540, respectively. The fuel heat exchanger 520 can adjust the temperature of the fuel in response to the required temperature of the engine using unrestricted sources such as glycol water, seawater, fresh water, and steam.

The fuel heat exchanger 520 may be a heater that heats fuel. In general, the required temperature of the engine (E) is higher than the storage temperature of the liquefied gas storage tank (LT) (below the fuel boiling point at atmospheric pressure), and the temperature increase that occurs when the fuel pump 510 and the high pressure pump 540 are pressurized is not enough. Since it is insufficient to meet the required temperature of the engine (E), the fuel heat exchanger 520 can be used.

A filter unit 530 may be provided on the fuel line (L6), and the filter unit 530 may be placed upstream or downstream of the high-pressure pump and upstream or downstream of the fuel heat exchanger 520.

The high pressure pump 540 pressurizes the fuel pressurized by the fuel pump 510 to correspond to the required pressure of the engine. As with the fuel pump 510, one or more high pressure pumps 540 may be provided in series or parallel.

The high pressure pump 540 may be provided as a variable capacity type, and the load may vary depending on the measured value of a flow meter that may be provided between the fuel pump 510 and the high pressure pump 540. At this time, the flow meter may be provided at a location where the flow rate of surplus fuel recovered by the fuel recovery unit 200 is reflected.

Fuel discharged from the propulsion engine 421 may be delivered to the collecting tank 550 along the fuel recovery line (L9).

The collecting tank 550 temporarily stores fuel. The collecting tank 550 is branched and connected upstream of the high pressure pump 540 based on the flow of fuel delivered from the engine E to the high pressure pump 540. The collecting tank 550 stores at least a portion of the excess fuel returned from the engine and separates gas and liquid, thereby preventing gaseous fuel from flowing into the high pressure pump 540.

The purging unit 560 may be a storage container capable of storing purging gas. The purging unit 560 is used to purge the fuel supply unit 500, such as the fuel line (L6), such as when the propulsion engine 421 switches from the cargo consumption mode to the non-cargo fuel consumption mode, using non-explosive gases such as nitrogen. The phosphorus purging gas can be supplied to the fuel supply unit 500, such as the fuel line (L6) or the fuel recovery line (L9). The purging unit 560 can purge the fuel line (L6), the fuel recovery line (L9), the propulsion engine 421, etc. with purging gas.

At this time, the remaining fuel in the fuel line (L6), fuel recovery line (L9), propulsion engine (421), etc. is stored in a collecting tank (550) or a separately provided purging tank (570) that can receive a mixture of purging gas and fuel gas. ), recovered to the purging unit 560 where the purging gas is stored, or supplied to a cargo combustion device (incinerator, generator, boiler, etc.) for combustion.

For example, when changing the fuel supply to fuel oil while supplying ammonia to a dual fuel engine, it is necessary to purge the ammonia supplied to the fuel line (L6) and fuel recovery line (L9). Therefore, purging gas is supplied to the fuel line (L6) and fuel recovery line (L9), and the remaining ammonia is mixed with nitrogen gas, which is the purging gas, and the mixture of ammonia and nitrogen gas is sent to cargo combustion devices (incinerators, generators, boilers, etc.). It can be supplied and burned. Therefore, separate facilities may not be required to dispose of toxic ammonia, and when supplied to a boiler, etc., ammonia can be used to produce steam, etc., so ammonia can be used efficiently.

For example, purging gas is supplied to the fuel line (L6) and fuel recovery line (L9), and the purging tank 570 supplies purging gas from the fuel line (L6), fuel recovery line (L9), and propulsion engine 421. A mixture of gas and fuel can be supplied. At this time, the purging tank 570 is a pressure tank, and the mixture of the purging gas and fuel gas can be pressurized in the purging tank 570 by a compressor (not shown). Specifically, the mixture of purging gas and fuel gas can be pressurized to a critical pressure at which only the fuel gas is liquefied and the purging gas is maintained in a gaseous state. That is, the critical pressure is the pressure at which ammonia is liquefied and non-explosive substances are maintained in a gaseous state.

For example, a mixture of ammonia and nitrogen gas, which are fuels, may be pressurized in the purging tank 570 to a pressure at which ammonia gas is liquefied. The liquefied ammonia can be separated and stored in a liquefied gas storage tank (LT) or supplied to the propulsion engine 421.

After the fuel is separated in this way, the pressure of the purging tank 570 can be lowered and the purging gas and fuel gas can be accepted again.

For example, the purging tank 570 can receive a mixture of purging gas and fuel gas from the fuel line (L6), the fuel recovery line (L9), the propulsion engine 421, etc., and the inside of the purging tank 570 Alternatively, a separation membrane (not shown) may be provided downstream of the purging tank 570 to separate the purging gas and fuel gas. For example, a separation membrane (not shown) can separate ammonia, which is a fuel, and nitrogen gas, which is a purging gas. At this time, the separated ammonia can be supplied to the propulsion engine 421, etc.

Additionally, a centrifuge (not shown) may be provided downstream of the purging tank 570, and the centrifuge (not shown) separates the fuel gas and the purging gas by using the difference in load between the fuel gas and the purging gas. You can. At this time, the separated fuel gas can be supplied to the propulsion engine 421, etc.

For example, the purging tank 570 can receive a mixture of purging gas and fuel gas from the fuel line (L6), the fuel recovery line (L9), the propulsion engine 421, etc., and water is supplied to the purging tank 570. This can be supplied and pressurized by a compressor (not shown) provided in the purging tank 570.

For example, when the fuel is ammonia, ammonia in the mixture of ammonia and nitrogen gas, which is a purging gas, may be dissolved in water supplied to the purging tank 570. Therefore, ammonia water and nitrogen gas can be separated in the purging tank 570. Ammonia water can be supplied to users such as a propulsion engine 421 that can burn ammonia, or to cargo combustion devices (incinerators, generators, boilers, etc.), and nitrogen gas can be discharged overboard.

The ammonia water generated in the purging tank 570 can be delivered to a urea production device (not shown) that produces urea, and the urea produced in the urea production device (not shown) is stored in a urea storage tank (not shown). It can be supplied as a reducing agent in SCR (Selective Catalytic Reduction), which removes nitrogen oxides (NOx) generated in fuel.

Therefore, separate facilities may not be required to dispose of toxic ammonia, and ammonia water can be used as fuel.

Although the propulsion engine 421 is shown in the drawing as being provided, one or more engines may be provided, and the engine may be an engine, turbine, boiler, fuel cell, burner, etc. provided in the regasification facility. It may be a propulsion engine that propels or a power generation engine that covers the internal power load of the regasification facility. Preferably, the engine may be an engine that uses ammonia as fuel.

Ammonia slip may occur during ammonia combustion in an ammonia engine. The ammonia generated at this time can be discharged to the outside along with the exhaust gas. In contrast, each ammonia propulsion engine and ammonia power generation engine according to an embodiment of the present invention is equipped with an SCR, and includes a bypass line that bypasses the SCR.

At this time, the bypass line that bypasses the SCR can be integrated, and the integrated line is connected to an ammonia removal device (not shown) that removes ammonia by burning it. In this way, ammonia delivered through multiple bypass lines can be collected and removed.

In this way, the fuel supply unit 500 according to the present invention can prevent leakage of ammonia fuel and collect and recover ammonia fuel.

FIG. 16 is a cross-sectional view of the bow shape of a conventional regasification facility, and FIG. 17 is a cross-sectional view of the stern shape of a conventional regasification facility.

The shape of the bow and stern of the conventional regasification facility shows that conventional mooring equipment is provided on the deck of the bow and stern for berthing or mooring of the regasification facility (1). Conventional mooring equipment may include a rope 620 connected to a dolphin (not shown) provided on land or in a port, and a winch 610 that winds and pulls the rope 620.

The rope 620 and the winch 610 may be provided on the deck of the bow and stern of the regasification facility 1. Referring to FIGS. 16 and 17, some of the rope 620 and winch 610 are You can see that it is located near the center of the bow and stern decks.

The winch 610 is also called a winch and can rotate using an electric motor or internal combustion engine to pull the rope 620. The winch 610 includes a drum (not shown), and the drum is equipped with a clutch or brake to transmit or cut off power. Depending on the number of drums, it can be divided into a single-acting winch, a double-acting winch, and a multi-acting winch.

The rope 620 coming out of the winch 610 is connected to the choke 630 located on the side of the regasification facility 1, and can be connected to a dolphin provided on land or in a port through the choke 630. . The positions of the dolphins may be different, but in the case of the dolphin located near the center of the regasification facility (1), the rope 620 from the winch 610 located at the bow and stern flows along the side of the regasification facility (1). can be connected

Referring to FIG. 16, it can be seen that the bow shape of the conventional regasification facility has five winches 610, one at the front, one each in the port and starboard directions, and two near the center of the bow. there is.

When the regasification facility (1) is anchored on land or in a port, it can be anchored to the port or starboard side of the regasification facility (1). No matter which direction it is anchored in, the regasification facility (1) can be moored through conventional mooring equipment. You can see that it is arranged so that 1) can be moored.

For example, when the regasification facility (1) is anchored on land or in a port on the port side, regasification is performed through one winch (610) on the port side and two winches (610) provided near the center of the bow. Fire equipment (1) can be moored.

Referring to FIG. 17, in the stern shape of a conventional regasification facility, four winches 610 are provided at the rear of the engine casing 40. Two winches 610 are provided rearward on the stern deck of a conventional regasification facility, and the remaining two winches 610 are placed near the center of the deck so that conventional mooring equipment can operate on the starboard and port sides. It is provided.

For example, when the regasification facility 1 is anchored on the port side on land or in a port, two winches 610 provided near the center of the stern among the winches 610 at the rear of the engine casing 40 are used. Through this, the regasification facility (1) can be moored.

In the conventional regasification facility, the conventional mooring equipment is arranged so that it can be moored even if the regasification facility (1) is anchored on the port or starboard side, but it is placed widely on the deck at the bow and stern, so there is insufficient space for additional equipment. You can see that

Unlike a container carrier, the regasification facility (1) is equipped with a storage tank (not shown) to store and transport gases such as LNG, and a regasification device (not shown) to regasify gases such as LNG. It is equipped with a hazardous area because evaporative gases, etc. may be generated from the storage tank.

Dangerous areas can be divided into Type 0, Type 1, and Type 2 locations depending on the level of risk of gas explosion. In the dangerous areas, the installation of electric and high-voltage facilities may be restricted due to the risk and risk of gas explosion due to electric sparks, etc. Therefore, the placement of lighting equipment may also be limited.

Due to the presence of a dangerous area, the AMP applied to existing container carriers cannot be applied as is, and the conventional regasification facility (1) has conventional mooring equipment widely placed on the bow and stern decks, and uses AMP, that is, a power transmission system. It is difficult to apply.

Figure 18 is a cross-sectional view of the bow shape of the regasification facility according to the sixth embodiment of the present invention, Figure 19 is a cross-sectional view of the stern shape of the regasification facility according to the sixth embodiment of the present invention, and Figure 20 is a cross-sectional view of the bow shape of the regasification facility according to the sixth embodiment of the present invention. This is a side view of the stern shape of the regasification facility according to the sixth embodiment.

The regasification facility (1) according to the present invention includes a vaporization unit (43) that can vaporize liquid cargo stored in the cargo area (CA), compresses gaseous cargo generated in the cargo area (CA), and delivers it to the outside of the hull. The regasification facility (1) may be a ship that transports liquefied gas, and is provided at the bow or stern of the ship and includes a power transmission unit that transmits external power to the inside of the regasification facility. It can be included.

The power transmission unit may include a cable (not shown), a cable room 640, a switch board (not shown), and a control room 650 to transmit external power to the inside of the regasification facility 1. . The power transmission unit transmits external power to the vaporizer or compressor.

The cable may be supplied with power from outside the regasification plant 1 and may be a high-voltage cable of considerable thickness. For example, the cable can be supplied with 6.6kV power from the outside, and the voltage applied to the cable may be different for each country or port, so it can be provided with various types or transformers (not shown).

The cable can be used when a separate cable is not provided from the outside, and when a separate cable is provided from the outside, the separate cable can be directly connected to the control room 650, which will be described later.

The cable may have a high-voltage cable through which electricity can flow at the center, and a rope 620 connected to a dolphin (not shown) provided on land or in a port around the high-voltage cable. Therefore, mooring and power transmission are possible with one cable.

That is, in the case of the existing rope 620, it consists of a central core strand and 6 or more external strands. The cable of the present invention replaces the core strand of the rope 620 with a high-voltage cable, and has 6 outer strands around the high-voltage cable. More than one external strand is placed.

The cable of the regasification facility (1) must be provided in Dolphin on land and connected to a connection line (not shown) that transmits electricity to the cable provided on the regasification facility (1) or receives electricity from the cable. Because of the heavy weight of the connection line (not shown), it is difficult to move to the regasification facility (1) unless a hoisting device such as a crane is provided.

Therefore, a guide rope (not shown) may be provided to move the connection line to the regasification facility (1). The guide rope is delivered to Dolphin while connected to the winch 610. The guide rope can be connected to the dolphin connection line (or AMP plug connection box), and the winch 610 can pull the guide rope toward the regasification facility (1). The guide rope may be separated from the connection line, and the connection line may be connected to the cable.

The cable room 640 may be a closed space where a cable reel 641 that provides cables may be placed. It can be stacked vertically or side by side with the control room 650, which will be described later, and its position with the control room 650 can be changed.

The cable room 640 is basically a closed space and can be opened and closed only when the use of cables is necessary, thereby minimizing the influence of outside air. Accordingly, it is possible to minimize temperature changes in cables and cable connectors (not shown) supplied with high-voltage power provided in the cable room 640, as well as to protect them from unexpected damage due to external forces.

The cable room 640 can receive high-pressure power through a cable, so there is a risk of explosion when it meets gas, so the cargo area (CA), compressor room (compressor), boosting pump, and vaporization of the regasification facility (1) It can be placed in a safe area by being spaced apart from the danger area, such as a part. This also applies to the control room 650, which will be described later.

The switch board (AMP Switchboard, SWBD) can control the power supplied by the cable to be available in the regasification facility (1).

A general AMP system, that is, a power transmission unit, can control the power supplied to the regasification facility 1 through an external or onshore power supply system (not shown). An external or onshore power supply system may include a variety of equipment such as transformers, circuit breakers and grounding switches, and may use a 440V power source.

The regasification facility (1) can receive power from an external or onshore power supply system and control it to be available in the regasification facility (1). In the present invention, the switch board can play this role.

Therefore, a switch board may generally be a concept that includes a control unit, a protection relay, a transformer, and a power switch board, which are the basic components of an AMP system. The switch board may control and stop power supply in the event of an emergency such as a fire in the regasification facility (1).

A switch board may be provided in the control room 650. It may be provided as a basically closed space, such as the cable room 640, and additional electrical equipment may be provided. As a method of supplying power to the regasification facility 1, a cable provided in the regasification facility 1 can be used as described above, or a separate cable provided externally can be used.

When using the cable provided in the regasification facility (1), the cable provided in the cable room 640 can be used, and when using a separate cable provided outside, the switch board provided in the control room 650 and a separate cable can be used. Since this can be directly connected, the control room 650 may include a configuration for separate cable connection.

Since the cable room 640 and the control room 650 can be supplied with external or onshore power, they can be located in a safe area by being spaced apart from the danger area of the regasification facility 1. The control room 650 can be stacked up and down with the cable room 640 or arranged side by side. Referring to FIG. 18, it can be seen that the control room 650 and the cable room 640 are arranged side by side at the bow. there is.

Even in the bow, the control room 650 and cable room 640 can be stacked up and down, but there may be height restrictions. Unlike FIG. 20, the control room 650 and the cable room 640 at the bow are provided on the upper deck rather than the sunken deck, so when stacked up and down, they move from the regasification facility 1 in the bow direction. may obstruct the field of view.

The control room 650 and cable room 640 at the bow can be installed at the same height or lower than the trunk deck of the regasification facility (1) so as not to obstruct the view in the bow direction, and are stacked up and down. In this case, it may be included in some compartments of the Bosun store.

19 and 20, the control room 650 is provided below the cable room 640, and it can be seen that the control room 650 is stacked vertically with the cable room 640, but the control room 650 The relative positions of and cable room 640 may vary.

Referring to FIG. 20, the control room 650 and cable room 640 at the stern are stacked up and down, and, unlike FIG. 18, it can be seen that they are provided on the sunken deck located lower than the upper deck. At the stern, the control room 650 and the cable room 640 are provided at the rear of the engine casing 40, and may be independent of the field of view of the regasification facility 1, allowing freedom in the stacking height.

In the conventional regasification facility, the conventional mooring equipment was widely arranged on the deck at the bow and stern, and there was no free space for the power transmission unit included in the regasification facility 1 according to the present invention to be provided on the deck.

In order for the power transmission unit included in the regasification facility (1) according to the present invention to be provided on the deck, the arrangement of the conventional mooring equipment was changed, which means that the conventional regasification facility and the regasification facility (1) according to the present invention were changed. This can be seen by comparing the decks of .

Comparing Figures 16 and 18, it can be seen that there is a change in the arrangement of the mooring equipment 600 at the bow, and comparing Figures 17 and 19, there is a change in the arrangement of the mooring equipment 600 at the stern. You can see that

Looking at the change in arrangement of the mooring equipment 600 at the bow, in Figure 16, among the conventional mooring equipment, there are five winches 610, one at the front, one each in the port and starboard directions, and one at the bow. You can see that there are two located near the center.

In particular, two winches 610 were provided near the center of the bow, and a rope 620 was provided across the deck to starboard or port, so there was no free space on the bow deck of the conventional regasification facility.

Referring to FIG. 18, the mooring equipment 600 provided at the bow of the regasification facility 1 according to the present invention is provided on the side, that is, the side of the regasification facility 1, and additional facilities are provided at the bow. You can see that free space has been secured.

It can be seen that the mooring equipment 600 provided at the bow of the regasification facility 1 according to the present invention is provided with a total of 7 mooring equipment 600, including one winch 610 at the front and three each in the port and starboard directions. This means that the mooring equipment 600 has been increased compared to the conventional regasification equipment.

Due to changes in the arrangement and number of the mooring equipment 600, it can be seen that the number and arrangement of the chokes 630 to which the rope 620 provided by the winch 610 of the mooring equipment 600 is connected have also changed. Due to a change in the number and arrangement of the mooring equipment 600 provided at the bow of the regasification facility (1) according to the present invention, free space is provided on the bow deck, and a cable room 640 and a control room are installed in the free space. It can be seen that (650) has been prepared.

As a power transmission unit capable of transmitting external power to the inside of the regasification facility 1 is applied to the regasification facility 1 according to the present invention capable of transporting gas, the regasification facility according to the present invention ( 1) The effect of reducing carbon dioxide emissions can be achieved by receiving power from outside during the berthing period.

The regasification facility (1) according to the present invention has more mooring equipment (600) installed than the conventional regasification facility, and is installed on the side of the regasification facility (1) instead of the winch (610) provided near the center of the deck. A winch 610 is provided, so that the regasification facility (1) according to the present invention can be anchored more safely and easily.

Figures 17 and 19 are cross-sectional views of the stern of a conventional gas carrier and the regasification facility 1 according to the present invention, respectively. Looking at the change in arrangement of the mooring equipment 600 at the stern, in Figure 17, among the conventional mooring equipment, four winches 610 are provided at the rear of the engine casing 40, two at the rear and the remaining two winches. It can be seen that (610) is provided near the center of the deck.

In particular, two winches 610 are provided near the center of the stern, and a rope 620 is provided across the deck to starboard or port, so there is no free space on the stern deck of the conventional regasification facility.

Referring to FIG. 19, the mooring equipment 600 provided at the stern of the regasification facility 1 according to the present invention is provided on each side of the regasification facility 1, that is, so that additional facilities are provided at the bow. You can see that free space has been secured.

It can be seen that the mooring equipment 600 provided at the stern of the regasification facility 1 according to the present invention is provided with a total of 6 winches 610, including 2 winches 610 at the rear and 2 each in the port and starboard directions. This means that the mooring equipment 600 has been increased compared to the conventional regasification equipment.

Due to changes in the arrangement and number of the mooring equipment 600, it can be seen that the number of chokes 630 to which the rope 620 provided by the winch 610 of the mooring equipment 600 is connected has also changed. Due to a change in the number and arrangement of the mooring equipment 600 provided at the bow of the regasification facility (1) according to the present invention, free space is provided on the bow deck, and a cable room 640 and a control room are installed in the free space. It can be seen that (650) has been prepared.

That is, the mooring equipment 600 is provided on each side of the regasification facility 1 and is not connected to each other, and the cable room 640 and the control room 650 are provided in the engine casing 40 of the regasification facility 1. ) Since it is provided at the rear, the mooring equipment 600 can be spaced apart from the space where the cable room 640 and the control room 650 are provided.

In the regasification facility (1) according to the present invention, the deck at the stern may have insufficient space compared to the bow, so the cable room 640 and the control room 650 can be stacked up and down, and are provided on the sunken deck to increase the stacking height. There may be no restrictions.

The power transmission unit provided in the regasification facility 1 according to the present invention may be provided at the bow and the stern, respectively, or may be provided at at least one of the bow and the stern.

Figure 21 schematically shows a regasification facility according to a seventh embodiment of the present invention.

Referring to FIG. 21, the regasification facility 1 may include a liquefied gas storage tank (LT), a cargo pump 710, a manifold 720, and a vaporization unit 730.

Hereinafter, the liquid transfer line (L10) and the gas phase transfer line (L11) are used to refer to the liquefied gas and gas phase liquefaction, respectively, based on the loading process of supplying the liquefied gas from the regasification facility (1) to the target liquefied gas storage tank. This refers to the line for communicating gas. However, these transfer lines are not necessarily intended to communicate only liquid or gaseous liquefied gas, and as described later, liquefied gas in other states or dry gas or inert gas other than liquefied gas may communicate.

Hereinafter, it is to be noted that the target is used to encompass all liquefied gas carriers that transport liquefied gas as cargo, liquefied gas propulsion ships that can use liquefied gas as fuel, as well as marine plants such as FSRU and FPSO. In addition, the target may encompass bunkering ships and liquefied gas transport vehicles having liquefied gas storage tanks.

Conventional liquefied gas carriers were required to be equipped with a separate floating storage unit (FSU) and a floating storage and regasification unit (FSRU) to enable unloading and regasification of liquefied gas. The regasification facility (1) according to the seventh embodiment of the present invention is a floating storage device or floating storage and regeneration using a cargo pump (710), a manifold (720), and a vaporization unit (730) used for unloading, etc. It can perform the function of a fire device.

The regasification facility (1) can transfer liquefied gas to a liquefied gas storage facility on land. The liquefied gas storage tank (LT) may be a storage tank that stores liquefied gas to supply fuel to demand sources such as engines, or it may be a storage tank that stores liquefied gas for loading and unloading the liquefied gas on land.

The liquefied gas storage tank (LT) is a pressure tank that can withstand a certain pressure, and the operating pressure of the liquefied gas storage tank (LT) can be changed depending on the cargo transport mode and cargo vaporization mode. The operating pressure inside the liquefied gas storage tank (LT) can be increased when the liquefied gas storage tank (LT) is in cargo vaporization mode compared to when it is in cargo transport mode. For example, the liquefied gas storage tank (LT) is operated at 0.5 barg or less when the regasification facility (1) is in cargo transport mode, and when the regasification facility (1) is in cargo transport mode. In this case, the liquefied gas storage tank (LT) can be operated below 1 barg. Preferably, the design pressure of the liquefied gas storage tank (LT) may be greater than the pressure at which the liquefied gas storage tank (LT) is operated.

A cargo pump 710 may be provided in the liquefied gas storage tank (LT) and may be installed to be submerged in the liquefied gas. The cargo pump 710 may be installed to be spaced apart from the floor inside the liquefied gas storage tank (LT).

The cargo pump 710 can be used to unload liquefied gas onto land, etc. That is, even without a separate unloading pump, the cargo pump 710 can unload liquefied gas onto land. Additionally, the cargo pump 710 can supply liquefied gas to the vaporization unit 730.

When in cargo transport mode, the cargo pump 710 delivers liquefied gas to the manifold 720 (unloading), and when in cargo vaporization mode, it can deliver liquefied gas to the vaporization unit 730.

The manifold 720 is provided in the regasification facility 1 and is connected to the liquid transfer line L11 to allow liquefied gas to flow in and out of the regasification facility 1. The manifold 720 may include a liquid manifold with one end connected to the liquid transfer line (L10) and a gas phase manifold with one end connected to the gas phase transfer line (L11). The other end of each manifold can communicate with the target through a separately provided pipe. The pipe is provided in a loading arm (not shown) and is suitable for communicating cryogenic liquefied gas, and can be connected to the manifold 720 by using a cryogenic adapter, cryogenic coupler, etc.

The liquefied gas withdrawn by the cargo pump 710 may be supplied to the manifold 720 through the liquid transfer line (L10). The liquid transfer line (L10) may be provided with a return line (not shown) that can return the withdrawn liquefied gas back to the liquefied gas storage tank (LT).

The liquefied gas storage tank (LT) is connected to the manifold 720 and can supply the liquefied gas stored inside to the target through the manifold 720 or receive liquefied gas from the target. Specifically, a liquefied gas transfer line is provided, one end of which is connected to the liquefied gas storage tank (LT) and the other end connected to the manifold 720, so that the liquefied gas can flow.

A gas phase transfer line (L11) may be provided at the top of the liquefied gas storage tank (LT). The boil-off gas of the liquefied gas generated inside the liquefied gas storage tank (LT) may be supplied to the manifold 720 through the gas phase transfer line (L11). Additionally, the liquefied gas vaporized through the vaporization unit 730 may be supplied to the manifold 720 through the gas phase transfer line (L11).

When in the cargo transport mode, the manifold 720 delivers the liquid cargo delivered from the cargo pump 710 to the outside (unloading), or delivers the liquid cargo delivered from the outside to the cargo area (loading). ), in the case of cargo vaporization mode, the gaseous cargo delivered from the vaporization unit 730 can be delivered to the outside.

The manifold 720 is used as a manifold for an FSRU or FSU by connecting a reducer (reducing piece) to adjust the size of the pipe when the mode is changed between the cargo transport mode and the cargo vaporization mode, or as a branch pipe. pipe) is connected, so a branch pipe can be used as a manifold for FSRU or FSU instead of an existing pipe.

The vaporization unit 730 may include a cargo heater 731 and a boosting pump 732. The cargo heater 731 can heat or vaporize the liquefied gas using a heat source existing inside the regasification facility 1. When the regasification facility (1) is in the cargo transport mode, the vaporization unit (730) heats or vaporizes the liquefied gas and then supplies it to the liquefied gas storage tank (LT) to warm up the inside of the liquefied gas storage tank (LT). , when the regasification facility 1 is in the cargo vaporization mode, the vaporization unit 730 can heat or vaporize the liquefied gas and deliver it to the outside through the manifold 720.

The heat source may be seawater, fresh water used inside the regasification facility (1), steam, or engine exhaust gas generated inside the regasification facility (1), but the type is not limited and it can vaporize cryogenic liquefied gas. Anything you can do is fine.

When the external temperature of the regasification facility (1) is low and the pressure of the liquefied gas vaporized in the vaporization unit (730) is high, the gaseous liquefied gas is transferred from the regasification facility (1) to the land facility (61). Liquefied gas can be liquefied by external air. Therefore, the vaporization unit 730 can increase or decrease the temperature of the liquefied gas by considering the temperature of the outside air, wind speed, type of liquefied gas, flow rate, etc.

When the regasification facility (1) is in cargo transport mode, the liquefied gas discharged from the cargo pump (710) bypasses the cargo heater (731) and is delivered to the manifold (720) in liquid form, and the regasification facility (1) It can be transmitted externally. In addition, the liquefied gas discharged from the cargo pump 710 is delivered to the manifold 720 in the gas phase via the cargo heater 731 when the regasification facility 1 is in the cargo vaporization mode, and the regasification facility ( 1) Can be transmitted externally. That is, when the cargo pump 710 is in cargo transport mode, it can be a pump for land transport of liquefied gas, and when it is in cargo vaporization mode, it can be a regasification feed pump.

Meanwhile, when the regasification facility (1) is in cargo transport mode, the liquefied gas discharged from the cargo pump (710) is heated in the cargo heater (731) via the cargo heater (731) and converted to a liquid state in the manifold (720). ) and can be delivered to the outside of the regasification facility (1). At this time, the cargo heater 731 can heat the liquefied gas to a temperature required from the outside without vaporizing it and deliver it to the outside.

Forced vaporization of liquefied gas and boil-off gas can be supplied to a buffer tank (not shown), and the buffer tank can separate the supplied liquefied gas into gas phase and liquid phase. The liquid-phase liquefied gas may be delivered to the manifold 720 through the liquid-phase transfer line (L10), and the gas-phase liquefied gas may be delivered to the manifold 720 through the gas-phase transfer line (L11). Here, the manifold 720 to which the liquid transfer line (L10) is connected can be used as an FSU, and the manifold 720 to which the gaseous transfer line (L11) is connected can be used as an FSRU.

The boosting pump 732 is provided between the cargo pump 710 and the cargo heater 731 and can pressurize the liquefied gas corresponding to the pressure conditions of the cargo required by the cargo heater 731. A cargo heater 731 that heats cargo may be provided at the rear of the boosting pump 732. The cargo heater 731 can heat or vaporize the cargo pressurized through the boosting pump 732.

When the regasification facility (1) is in cargo transport mode, the boosting pump 732 pressurizes the liquid liquefied gas delivered from the cargo pump 710 or the buffer tank and delivers it to the liquefied gas storage tank (LT) to store the liquefied gas. The pressure of the tank (LT) can be adjusted, and when the regasification facility (1) is in cargo vaporization mode, the liquid liquefied gas delivered from the cargo pump 710 or the buffer tank can be pressurized and delivered to the manifold 720. there is.

A plurality of boosting pumps 732 may be provided in series or parallel. The boosting pump 732 may be equipped with a cooler (not shown) at its rear end to cool the pressurized liquefied gas. The cooler can cool the liquefied gas and deliver it to the liquefied gas storage tank (LT) or manifold 720.

Additionally, the boosting pump 732 can be used as a pump for land transport of liquefied gas in cargo transport mode, and can be used as a regasification feed pump in cargo vaporization mode. The cargo pump 710 and the boosting pump 732 may be used alone, or the cargo pump 710 and the boosting pump 732 may be used simultaneously.

The regasification facility 1 may include a reliquefaction unit (not shown). The re-liquefaction unit may liquefy the boil-off gas in the liquefied gas storage tank (LT) in cargo transport mode and return it to the liquefied gas storage tank (LT). The reliquefaction unit compresses the gaseous liquefied gas or boil-off gas in the cargo vaporization mode and delivers it to the manifold 720, and the manifold 720 can deliver the gaseous liquefied gas to the outside of the regasification facility (1).

The regasification facility 1 may include a deck tank (not shown) on the deck. The deck tank can receive liquefied gas from a plurality of liquefied gas storage tanks (LT). The deck tank may be provided with a cargo pump 710 inside, and the cargo pump 710 delivers liquefied gas to the manifold 720 (unloading) when in cargo transport mode, and when in cargo vaporization mode, The liquefied gas can be delivered to the vaporization unit 730.

A heating unit may be provided inside the deck tank, and when the regasification facility (1) is in cargo vaporization mode, the heating unit heats and vaporizes the liquefied gas, transfers the vaporized liquefied gas to the manifold 720, and manifold ( 720) can deliver gaseous liquefied gas to the outside of the regasification facility (1).

The manifold 720 can supply liquefied gas to the land facility 61 through a submarine pipe (not shown) placed on the seabed or sea level. At this time, the liquefied gas passing inside the submarine pipe can be vaporized through heat exchange with seawater. One or more submarine pipes may be provided, and the number of submarine pipes through which the liquefied gas is delivered may be adjusted depending on the temperature of the seawater and the temperature of the liquefied gas required by the land-based facility 61. In the case of liquefied natural gas (LNG), freezing may occur on the outer surface of the submarine pipeline, but when ammonia is supplied to the onshore facility 61 through the submarine pipeline, freezing does not occur on the outer surface of the submarine pipeline.

Although the present invention has been described as being applied to the regasification facility (1), it can be applied to an ammonia carrier transporting ammonia, an LPG carrier transporting LPG, an ammonia transporting ammonia or LPG, and an LPG dual carrier transport. In other words, the functions of the FSU and FSRU can be performed only with the cargo pump, manifold, and vaporizer provided on the ammonia carrier.

The regasification facility (1) according to the seventh embodiment of the present invention is not provided with a separate regasification device, but only includes a cargo pump (710), a manifold (720), and a vaporization unit (730) used for unloading, etc. It can perform the functions of FSRU.

Figure 22 schematically shows the ERC design of a regasification plant according to an embodiment of the invention.

Referring to FIG. 22, the regasification facility 1 may be connected to the liquefied gas carrier 2 through a vaporization pipe 800 provided in the regasification facility 1. The liquefied gas transported from the liquefied gas carrier (2) can be delivered to the regasification facility (1) through the vaporization pipe (800), and the liquefied gas vaporized in the regasification facility (1) is transferred to the liquefied gas carrier (2). It can be delivered and supplied to land facilities (61), etc. It was explained that the liquefied gas carrier (2) delivers liquefied gas to the regasification facility (1), but this is for explanation purposes only. The liquefied gas carrier may be a land-based facility such as an FSRU, FSU, or liquefied gas terminal, and this The invention is not limited thereto.

An emergency release coupler (810) may be provided in the vaporization pipe (800). The emergency separation coupler (810) is used to vaporize the liquefied gas when a problem occurs in the supply of liquefied gas from the liquefied gas carrier (2) or the regasification facility (1) or when the distance between the liquefied gas carrier (2) and the regasification facility (1) increases. If the pipe 800 moves abnormally, the vaporization pipe 800 can be blocked and separated.

Specifically, a sensor (not shown) provided in the vaporization pipe 800 detects a leak of liquefied gas in the vaporization pipe 800, detects movement of the vaporization pipe 800, or detects a sensor caught in the vaporization pipe 800. It can be prepared to measure tension, etc.

When a problem occurring in the vaporization pipe 800, etc. is detected by the sensor, the emergency separation coupler 810 can block the vaporization pipe 800, and the vaporization pipe 800 can be separated.

The emergency separation coupler 810 can be separated into a first emergency separation coupler 811 and a second emergency separation coupler 812, and each emergency separation coupler 811 and 812 may be provided with a close valve. The close valve can block the vaporization pipe (800).

At this time, a small amount of liquefied gas between the first emergency separation coupler 811 and the second emergency separation coupler 812 is bound to be discharged to the outside. Even a small amount of liquefied gas such as ammonia can be fatal to workers on liquefied gas carriers (2). Therefore, in order to prevent liquefied gases such as ammonia from being discharged to the outside, the emergency separation coupler 810 and a portion of the vaporization pipe 800 in which the emergency separation coupler 810 is provided may be maintained submerged in the sea. . Since liquefied gases such as ammonia can be dissolved in the sea, the discharge of liquefied gases can be prevented.

The emergency separation coupler 810 may be covered with a coupler cover 820. The emergency separation coupler 810 can be separated within the coupler cover 820. The coupler cover 820 is a semi-enclosure type, and when the emergency separation coupler 810 is separated due to a problem in the delivery of cargo, the coupler cover 820 is discharged from the emergency separation coupler 810. cargo can be captured. When the emergency disconnect coupler 810 is separated, a part of the emergency disconnect coupler 810 may come out of the coupler cover 820.

When the emergency disconnect coupler 810 is provided above sea level, a spray (not shown) may be provided on the top of the coupler cover 820. The spray of the coupler cover 820 may spray an absorbent such as water toward the emergency separation coupler 810 before and after the emergency separation coupler 810 is separated. Liquefied gas such as ammonia discharged after the emergency separation coupler 810 is separated may be dissolved by an absorbent. Additionally, the coupler cover 820 may include a liquefied gas treatment unit (not shown) such as ammonia, and after being processed in the liquefied gas treatment unit, the liquefied gas may be vented to the outside.

In this way, the regasification facility according to an embodiment of the present invention can secure the front and rear area of the cabin by extending a part of the cabin to the upper part of the exposed deck, and thereby reduce the air resistance of the ship by lowering the height of the living quarters. there is.

In addition, the regasification facility according to an embodiment of the present invention includes a control unit capable of managing the vaporization unit and the cargo delivery unit, and the control unit is detachably provided on the exposed deck to protect the operator of the control unit from a safety accident. You can move it away from the vaporizer, etc.

In addition, the regasification facility according to an embodiment of the present invention is equipped with a carbon dioxide treatment unit, and can collect and store carbon dioxide by receiving carbon dioxide from land facilities, etc.

In addition, the regasification facility according to an embodiment of the present invention separates the sealed portion where the engine is placed from the engine room, thereby preventing ammonia from being delivered to the engine room when ammonia leaks from the engine.

In addition, the regasification facility according to an embodiment of the present invention provides a fire extinguishing unit, and the fire extinguishing unit sprays an ammonia absorbent such as water into a hazardous area such as a compressor room, a boosting pump, and a vaporization unit, thereby eliminating ammonia leaking from the hazardous area. can be removed.

In addition, the regasification facility according to an embodiment of the present invention includes a purging tank, and the purging gas and fuel gas recovered from the purging tank are pressurized to a critical pressure, and the fuel gas can be liquefied and separated.

In addition, the regasification facility according to an embodiment of the present invention includes a purging tank, and can deliver ammonia water generated in the purging tank to the propulsion engine 421 or an ammonia boiler.

In addition, the regasification facility according to an embodiment of the present invention can secure free space for additional facilities at the bow by providing mooring equipment on the side, and can provide a cable room and control room in the free space. You can.

In addition, the regasification facility according to an embodiment of the present invention can perform the functions of the FSU and FSRU only with the cargo pump, manifold, and vaporization unit provided in the regasification facility.

In addition, the regasification facility according to an embodiment of the present invention includes a vaporization pipe, and an emergency separation coupler is provided in the vaporization pipe to block and separate the vaporization pipe to stop transportation of liquefied gas, and the emergency separation coupler Because it remains submerged in the sea, discharge of liquefied gas can be prevented when the fire pipe is separated.

In addition to the embodiments described above, the present invention encompasses combinations of the above embodiments and embodiments resulting from a combination of at least one of the above embodiments and known techniques.

Although the present invention has been described in detail through specific examples, this is for the purpose of specifically explaining the present invention, and the present invention is not limited thereto, and can be understood by those skilled in the art within the technical spirit of the present invention. It would be clear that modifications and improvements are possible.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

1: Regasification facility 2: Liquefied gas carrier
10: cargo storage space 11: vent mast
12: Manifold 20: Cabin
21: wheelhouse 21a: steering deck
21b: Compass deck 22: Living room
23: Support 24: Wing Bridge
26: Radar Mast 28: Bulwark
29: extension 291: pillar
30: Mooring equipment 31: Bulkhead
40: Engine casing 401: Combustion equipment
402: funnel 41: cargo handling room
411: Compressor room 412: Motor room
413: Cofferdam
42: Engine room 421: Propulsion engine
422: Power generation engine 423: Switchboard
424: sealed part 425: blowing room
426: intake duct 427: exhaust duct
428: exhaust room 429: control unit
430: Intake port fire damper 431: Exhaust port fire damper
432: Entrance 433: Airlock area
434: Sealing hole 435: Boosting pump
436: vaporization unit 437: dome
438: Digestive department
43: carburetor 44: engine compartment hatch
45: Control room
50: carbon dioxide processing unit 51: absorption unit
52: first pump 53: heat exchanger
54: second pump 55: absorbent cooler
56: Removal unit 57: Carbon dioxide condenser
58: carbon dioxide liquefaction unit 59: carbon dioxide delivery unit
60: Stripping heat exchanger 61: Land facilities
62: Maritime facilities
500: Fuel supply unit 510: Fuel pump
520: Fuel heat exchanger 530: Filter unit
540: High pressure pump
550: collecting tank 560: purging unit
570: Purging tank
600: Mooring equipment 610: Winch
620: Rope 630: Chalk
640: Cable room 641: Cable reel
650: Control room
710: Cargo pump 720: Manifold
730: vaporization unit 731: cargo heater
732: Boosting pump
800: Vaporization pipe 810: Emergency separation coupler
811: First emergency separation coupler 812: Second emergency separation coupler
820: Coupler cover
LT: Liquefied gas storage tank ED: Exposed deck
TD: Trunk deck UD: Upper deck
LD: lower deck
AD: Aft deck FD: Fore deck
CA: Cargo area FA: Bow area
AA: Aft area
L1: Regasification facility line L2: Land line
L3: Stripping line L31: First stripping line
L32: 2nd stripping line
L4: Removal and recovery line L41: 1st removal and recovery line
L42: 2nd stripping and recovery line
L5: Discharge line L6: Fuel line
L7: Outdoor air supply line L8: Outdoor air discharge line
L9: Fuel recovery line L10: Liquid transfer line
L11: Gas phase transfer line
MV: Manual valve SV: Solenoid valve
GD: leak detection unit
D1: Intake port D2: Exhaust port

Claims (8)

In a liquefied gas carrier comprising a cargo area for storing cargo, a bow area provided in front of the cargo area, and a stern area provided in the rear of the cargo area,
A compressor that compresses gaseous cargo generated in the cargo area;
When a fire occurs in the compressor, it includes a fire extinguishing unit that supplies fire extinguishing material to the device where the fire occurred,
The digestive department,
A liquefied gas carrier that supplies the extinguishing agent to the leak site when a leak is detected in the compressor. According to claim 1,
The cargo contains ammonia,
A liquefied gas carrier wherein the fire extinguishing medium includes water. According to claim 2,
The fire extinguishing agent is,
Seawater, liquefied gas carrier. According to claim 1,
The digestive department,
A liquefied gas carrier that, when a leak is detected in the compressor, sprays water to the leak area so that ammonia is collected as ammonia water. According to claim 4,
A liquefied gas carrier further comprising a collection unit for collecting the ammonia water. According to claim 1,
A boosting pump that pressurizes the cargo; and
A liquefied gas carrier further comprising a dome provided on the upper surface of the cargo storage space of the cargo area to allow the cargo to flow in or out. According to claim 6,
The digestive department,
A liquefied gas carrier that, when a leak is detected in at least one of the boosting pump and the dome, sprays water to the leak area to collect ammonia as ammonia water. A regasification facility comprising a cargo area for storing cargo, a bow area provided in front of the cargo area, and a stern area provided behind the cargo area,
a vaporization unit that vaporizes liquid cargo stored in the cargo area;
A compressor that compresses gaseous cargo generated in the cargo area and delivers it to the outside;
When a fire occurs in at least one of the vaporizer and the compressor, it includes a fire extinguishing unit that supplies fire extinguishing material to the device where the fire occurred,
The digestive department,
A regasification facility that supplies the fire extinguishing medium to the leak site when a leak is detected in at least one of the vaporizer and the compressor.

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